JP2009264517A - Liquid filled vibration absorbing device unit - Google Patents

Abstract

To provide a liquid-filled vibration isolator unit capable of reducing the weight of an engine side bracket and shifting a resonance frequency to a high frequency side.
A liquid-sealed vibration isolator 110, an engine-side bracket 130 in which the liquid-filled vibration isolator 110 is fitted and held, and an engine-side bracket 130 to which the liquid-filled vibration isolator 100 is fastened and fixed. The engine-side bracket 130 includes a mounting part 132 connected to the engine EG side, and a holding part 133f that protrudes from the mounting part 132 and has a liquid ball press-fitting hole 139 into which the liquid-filled vibration isolator 110 is fitted. And a reinforcing portion 133g configured integrally with the holding portion 133f, and the reinforcing portion 133g includes a cutout portion 133e formed by cutting out a portion opposite to the attachment portion 132, so that the cutout portion 133e is formed. Accordingly, the weight of the engine side bracket 130 can be reduced, and the resonance frequency can be shifted to the high frequency side.
[Selection] Figure 12

Description

  The present invention relates to a liquid-filled vibration isolator unit, and more particularly to a liquid-filled vibration isolator unit that can reduce the weight of an engine-side bracket and shift a resonance frequency to a high-frequency side.

  Various types of anti-vibration devices are known as anti-vibration devices that provide anti-vibration support to the vehicle body so that vibrations of the engine of the automobile are not transmitted to the vehicle body frame. As one of these various forms, there is a form in which a stopper for displacement control is configured separately from the vibration isolator.

  Such a vibration isolator unit is disclosed in, for example, Japanese Patent Application Laid-Open No. 2005-48838. The vibration isolator unit includes a vehicle body side bracket configured in a bridge shape (gate shape) and connected to the vehicle body side, a vibration isolator having a main body held by the bracket, and an upper end portion of the vibration isolator And an engine side bracket that is fastened and fixed to the engine side by a bolt and a nut, and a rubber elastic stopper that is attached to the engine side bracket.

In the assembled state of the vibration isolator unit, the stopper is surrounded by the vehicle body side bracket, that is, the stopper is opposed to the inner surface of the vehicle body side bracket with a predetermined stopper clearance. Thereby, when the engine is largely displaced, the stopper is brought into contact with the inner surface of the vehicle body side bracket, so that the stopper action is exhibited and excessive displacement of the engine can be restricted.
Japanese Patent Laying-Open No. 2005-48838 (for example, paragraph [0046], FIG. 10 and FIG. 12)

  However, since the conventional technology described above uses bolts and nuts to fasten and fix the vibration isolator and the engine side bracket, the number of parts is increased by the amount of bolts and nuts required. There was a problem of increasing.

  Therefore, the applicant of the present application has made extensive studies on this problem. As a result, a through hole is formed in the engine side bracket, and the vibration isolator and engine side bracket are fitted into the through hole. Developed technology to connect This eliminates the need for bolt and nut fastening members, thereby reducing the number of parts and reducing the product cost.

  However, in this case, since it is necessary to configure the engine side bracket larger than the outer diameter of the vibration isolator, there is a problem in that the engine side bracket is enlarged and the weight is increased accordingly. As a result, as the weight increases, the resonance frequency of the engine side bracket shifts to the low frequency side, which has a problem of adversely affecting the vibration isolation performance.

  The present invention has been made to solve the above-described problems, and it is an object of the present invention to provide a liquid-filled vibration isolator unit that can reduce the weight of the engine side bracket and shift the resonance frequency to the high frequency side. It is said.

  In order to achieve this object, a liquid-filled vibration isolator unit according to claim 1 comprises a boss member, a cylindrical outer cylinder member, and a rubber-like elastic material that connects the boss member and the outer cylinder member. An anti-vibration base comprising: a diaphragm which is attached to the outer cylinder member and forms a liquid enclosure between the anti-vibration base; and the liquid enclosure is a first liquid chamber on the anti-vibration base side A liquid-filled vibration isolator having partition means for partitioning into the second liquid chamber on the diaphragm side, an orifice for communicating the first liquid chamber and the second liquid chamber, and holding the liquid-filled vibration isolator An engine-side bracket coupled to the engine side, a rubber stopper member provided on the engine-side bracket and made of a rubber-like elastic material, and a bottom surface to which the boss member of the liquid-filled vibration isolator is fastened and fixed Part and the bottom part And a pair of side walls facing each other with the liquid-filled vibration isolator interposed therebetween, and a top surface portion connecting the pair of side walls with each other and facing the bottom surface with the liquid-filled vibration isolator A vehicle body side bracket coupled to the vehicle body frame side, and the rubber stopper member provided on the outer surface of the engine side bracket is brought into contact with the inner surface of the side wall portion of the vehicle body side bracket. Thus, the displacement of the engine in the roll direction is restricted, and the rubber stopper member provided on the upper end surface or the lower end surface of the engine side bracket is brought into contact with the upper surface portion or the bottom surface portion of the vehicle body side bracket. A liquid-filled vibration isolator unit configured to regulate displacement of the engine in a bound direction or a rebound direction, the engine-side bracket A base member attached to the engine side, and a holding part that protrudes from the base member and has a liquid ball press-fitting hole penetratingly formed therein and into which the outer cylinder member of the liquid-filled vibration isolator is fitted And a reinforcing portion that is integrally formed with the holding portion and the base member and is disposed around the liquid-sealed vibration isolator that is fitted in the liquid ball press-fitting hole, and the reinforcing portion includes the liquid A cutout portion is formed by cutting out a portion of the portion surrounding the encapsulated vibration isolator on the side opposite to the base member side.

  The liquid-filled vibration isolator unit according to claim 2 is the liquid-filled vibration isolator unit according to claim 1, wherein the holding portion is a pair of holding members disposed to face the pair of side wall portions, respectively. And a pair of engine position restricting portions projecting from the pair of holding portion stopper surfaces toward the pair of side wall portions, respectively, and the notch portion is formed at the position where the notch portion is formed. It is a position that is farther from the base member than an imaginary straight line that connects ends of the position restricting portion opposite to the base member.

  The liquid-filled vibration isolator unit according to claim 3 is the liquid-filled vibration isolator unit according to claim 2, wherein the holding portion is connected to the pair of holding portion stopper surfaces and faces the bottom surface portion. A rebound surface disposed opposite to the upper surface portion, the rebound surface and the holding portion stopper surface. And a pair of reinforcing portion stopper surfaces disposed opposite to the pair of side wall portions, and positioning grooves recessed in the reinforcing portion stopper surface, wherein the rubber stopper member A bounce surface that covers the surface, a holding portion stopper surface that covers the holding portion stopper surface, a reinforcing portion stopper surface that covers the reinforcing portion stopper surface, and a rebound surface that covers the rebound surface. A sheet portion; a sandwiched portion that protrudes from the reinforcing portion stopper surface portion toward the reinforcing portion stopper surface side; and that is accommodated in the sandwiching groove; and that projects from the bound surface portion toward the bound surface side and is accommodated in the positioning groove. A positioning projection, and the outer cylinder member is positioned on the opening surface of the sandwiching groove in a state of being fitted into the liquid ball press-fitting hole, and the sandwiched portion is narrowed between the sandwiching groove. An abutting portion for holding pressure is provided, and the arrangement position of the positioning protrusion overlaps with the arrangement position of the clamping groove in the rebound direction view or the bounce direction view.

  The liquid-filled vibration isolator unit according to claim 4 is the liquid-filled vibration isolator unit according to claim 3, wherein the positioning groove extends along the bound direction, and faces the bound direction. Accordingly, the reinforcing portion is configured in a shape in which the thickness of the portion corresponding to the positioning groove increases in the bound direction.

  According to the liquid-filled vibration isolator unit according to claim 1, the vehicle body side bracket connected to the vehicle body frame side includes a bottom surface portion to which the boss member of the liquid-filled vibration vibration isolator is fastened and fixed, and the bottom surface portion. A pair of side walls that are erected and are opposed to each other with the liquid-filled vibration isolator interposed therebetween, and that have a bottom surface and an upper surface that are opposed to each other with the liquid-filled vibration isolator interposed therebetween. The rubber stopper member is brought into contact with the inner side surface of the side wall portion of the vehicle body side bracket, so that the displacement of the engine in the roll direction is restricted and the rubber stopper member contacts the upper surface portion or the bottom surface portion of the vehicle body side bracket. By contact, displacement of the engine in the bounce direction or rebound direction is regulated.

  Here, according to the present invention, the reinforcing portion of the engine side bracket includes the notch portion formed by notching the portion of the reinforcing portion opposite to the base member side. There is an effect that it is possible to reduce the weight of the engine-side bracket and to reduce the weight of the liquid-filled vibration isolator unit as a whole. In addition, since the material used for the engine side bracket can be reduced by the amount cut by the notch, the material cost can be reduced and the product cost of the liquid-filled vibration isolator unit can be reduced. There is an effect.

  In addition, according to the present invention, since the engine is supported in a cantilever manner with the base member of the engine side bracket as a fixed point, the outer cylinder member side of the engine side bracket (that is, the side opposite to the base member side) is When it becomes heavier, the resonance point of the engine side bracket shifts to a low frequency region, which has a problem of adversely affecting the vibration isolation performance.

  On the other hand, since the formation position of the notch is located on the side opposite to the engine (base member), the outer cylinder member side of the engine side bracket can be reduced in weight. As a result, there is an effect that it is possible to efficiently increase the frequency of the resonance point of the engine-side bracket, and to reliably suppress adverse effects on the dynamic characteristics of the liquid-filled vibration isolator.

  Similarly, according to the present invention, since the engine is supported in a cantilever manner with the base member of the engine side bracket as a fixed point, the outer cylinder member side of the engine side bracket (that is, opposite to the base member side). The portion located on the side opposite to the engine (base member) with respect to the outer cylinder member is a portion that does not require strength for supporting the engine.

  Therefore, by providing a notch in a portion of the reinforcing portion that is separated from the base member from the outer cylinder member, the weight of the reinforcing portion can be reduced without reducing the strength for supporting the engine. . Therefore, the effect of reducing the weight of the engine-side bracket by reducing the weight of the engine-side bracket by reducing the durability of the engine-side bracket and reducing the durability of the engine-side bracket can be achieved. is there.

  According to the liquid-filled vibration isolator unit of the second aspect, in addition to the effect exhibited by the liquid-filled vibration isolator unit according to the first aspect, the position where the notch is formed is based on the pair of engine position restricting parts. Since the position is farther from the base member than the imaginary straight line connecting the end portions on the opposite side to the member side, the entire liquid-filled vibration isolator unit is suppressed while suppressing the strength reduction of the reinforcing portion due to the formation of the notch portion. There is an effect that the weight can be reduced.

  Here, according to the present invention, the holding portions are each provided with a pair of holding portion stopper surfaces disposed opposite to the pair of side wall portions, and from the pair of holding portion stopper surfaces toward the pair of side wall portions, respectively. A pair of projecting engine position restricting portions is provided, and the pair of engine position restricting portions is configured as a portion that comes into contact with the side wall portion.

  For example, when the engine is greatly displaced with respect to the vehicle body frame due to sudden start or stop of the vehicle, the engine position restricting portion is brought into contact with the side wall portion to restrict the displacement to the vehicle body frame of the engine. To prevent contact.

  In this case, an impact force acts between the engine position restricting portion and the side wall portion. Therefore, strength is required for the engine position restricting portion and the portion between the engine position restricting portion and the base member. Therefore, the position where the notch is formed is set to a position farther from the base member than a virtual straight line connecting the ends of the pair of engine position restricting portions opposite to the engine (base member). It is possible to prevent a reduction in the thickness of the portion between the engine position restricting portion and the base member. As a result, it is possible to reduce the weight of the entire liquid-filled vibration isolator unit while ensuring the strength of the engine position restricting portion and the portion between the engine position restricting portion and the base member.

  According to the liquid-filled vibration isolator unit according to claim 3, in addition to the effect exerted by the liquid-filled vibration isolator unit according to claim 2, the positioning position of the positioning protrusion in the rebound direction view or the bounce direction view Since it overlaps with the arrangement position of the holding groove, the durability of the rubber stopper member can be improved.

  Here, when the rubber stopper member comes into contact with the vehicle body side bracket due to the large displacement of the engine, a tensile force may be applied to the rubber stopper member.

  For example, when the engine is displaced in the roll direction, the reinforcing portion stopper surface portion is sandwiched between the reinforcing portion stopper surface and the side wall portion of the vehicle body side bracket. In this state, when the engine is displaced in the bounce direction, the bounce surface portion (clamped portion) is clamped and held between the abutment portion and the clamping groove, so that the holding portion stopper surface portion and the reinforcing portion stopper surface portion are Particularly, a tensile force is applied to a portion that is pulled in the rebound direction (that is, the holding portion stopper surface portion and the reinforcing portion stopper surface portion and disposed along the rebound direction from the sandwiched portion (hereinafter referred to as “extension portion”). Acted). Therefore, strength is required for the stretched portion to which the tensile force is applied in order to ensure durability.

  In this case, according to the present invention, the arrangement position of the positioning projection overlaps with the arrangement position of the clamping groove in the rebound direction view or the bounce direction view, so that a tensile force is applied to the positioning projection. It can be disposed at the extension part, and the thickness of the extension part can be increased correspondingly, thereby improving the strength. As a result, it is possible to suppress the occurrence of cracks and breakage of the elongated portion, and there is an effect that the durability of the rubber stopper member can be improved.

  As described above, according to the present invention, only the portion to which the tensile force is applied (elongated portion) can be efficiently reinforced. For example, the holding portion stopper surface portion and the reinforcing portion stopper surface portion are generally thick. As compared with the case, the required amount of the rubber-like elastic material can be suppressed, and the weight can be reduced and the material cost can be reduced accordingly.

  In addition, since the positioning protrusion that reinforces the elongated portion is a portion that is accommodated in a positioning groove that is recessed in the reinforcing portion stopper surface, even if the thickness of the reinforcing portion stopper surface portion is increased by the positioning protrusion, the stopper Clearance (interval between the reinforcing portion stopper surface portion and the side wall portion of the vehicle body side bracket) can be ensured. That is, even if the thickness of the reinforcing portion stopper surface portion is increased, it is not necessary to increase the size of the vehicle body side bracket in order to ensure the stopper clearance. As a result, there is an effect that it is possible to suppress an increase in the size of the vehicle body side bracket while improving the durability of the stopper rubber member.

  According to the liquid-filled vibration isolator unit according to claim 4, in addition to the effect exhibited by the liquid-filled vibration isolator unit according to claim 3, the positioning groove extends along the bounce direction, Since the depth of the reinforcing portion is reduced toward the direction, and the reinforcing portion is formed in a shape where the thickness of the portion corresponding to the positioning groove becomes thicker toward the bound direction, the bounce side of the reinforcing portion The rubber stopper member can be positioned by securing the depth of the positioning groove on the rebound surface while securing the strength of the rubber stopper member.

  As described above, since the engine position restricting portion is in contact with the side wall portion, strength is required. Therefore, if the positioning groove is extended along the bound direction in order to position the rubber stopper member, it is difficult to ensure the thickness of the reinforcing portion on the engine position regulating portion side.

  Here, according to the present invention, the reinforcing portion is configured to have a shape in which the thickness of the portion corresponding to the positioning groove becomes thicker toward the bound direction, so that the strength is improved toward the engine position restricting portion. Can be made.

  In addition, since the part on the rebound direction side of the positioning groove is configured as a groove part deeper than the part on the bounce direction side, even when the rubber stopper member is sandwiched between the vehicle body side bracket and the engine side bracket, There is an effect that the rubber stopper member can be securely fixed to the engine side bracket by making the positioning protrusion of the rubber stopper member difficult to be removed from the positioning groove.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the configuration of a liquid-filled vibration isolator unit 100 in which a liquid-filled vibration isolator 110 is incorporated will be described with reference to FIG. FIG. 1 is a side view of a liquid-filled vibration isolator unit 100 according to the first embodiment of the present invention.

  The arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, the arrow R indicates the right direction of the body frame BF, the points F and B shows the front direction of the vehicle body frame BF (the vertical direction in FIG. 1) and the rear direction of the vehicle body frame BF (the vertical direction in FIG. 1).

  The liquid-filled vibration isolator unit 100 is a vibration isolator for supporting and fixing the engine EG of the automobile and preventing the vibration of the engine EG from being transmitted to the vehicle body frame BF, as shown in FIG. A vehicle body side bracket 120 fastened and fixed to the vehicle body frame BF, an engine side bracket 130 fastened and fixed to the engine EG, a liquid-filled vibration isolator 110 that connects the engine side bracket 130 and the vehicle body side bracket 120, It mainly comprises a rubber stopper member 140 interposed between the liquid filled type vibration isolator 110 and the vehicle body side bracket 120.

  Further, the vehicle body side bracket 120 is formed by casting from an aluminum alloy or the like, and as shown in FIG. 1, the vehicle body frame BF is formed by a plurality of (three in the present embodiment) bolts B1 inserted through the mounting holes 121. It is fastened to the fastening.

  The engine side bracket 130 is formed by casting from an aluminum alloy or the like, and is inserted into the mounting hole group 131 (the first mounting hole 131a, the second mounting hole 131b, and the third mounting hole 131c) as shown in FIG. It is fastened and fixed to the engine EG by three bolts B2 (not shown).

  The liquid-filled vibration isolator 110 is a device for preventing vibrations of the engine EG from being transmitted to the vehicle body frame BF, and as shown in FIG. 1, the first mounting bracket 1 fastened and fixed to the vehicle body side bracket 120, Further, the second mounting bracket 2 (see FIG. 2) to be press-fitted and fixed to the engine side bracket 130, the second mounting bracket 2 and the first mounting bracket 1, and the vibration-proof base formed from a rubber-like elastic body. 3 is mainly provided.

  As described above, according to the liquid-filled vibration isolator unit 100 in the first embodiment, the first mounting bracket 1 is fixed to the vehicle body side bracket 120 and the second mounting bracket 2 is fixed to the engine side bracket 130. Since the second mounting bracket 2 (see FIG. 2) and the first mounting bracket 1 are connected by the vibration-isolating base 3 formed from a rubber-like elastic body, the vibration transmission path from the engine EG to the vehicle body frame BF Is formed of the vibration-proof substrate 3.

  Therefore, it is possible to reliably suppress the vibration of the engine EG from being transmitted to the vehicle body frame BF by the vibration isolation effect of the vibration isolation base 3 that constitutes a part of the vibration transmission path. As a result, it is possible to greatly reduce the occurrence of abnormal noise and vibration.

  Further, the rubber stopper member 140 is made of a rubber-like elastic body and is attached to the upper surface (the arrow U direction side in FIG. 1) of the vehicle body side bracket 120. Therefore, when the engine EG moves upward (in the direction of arrow U in FIG. 1) with respect to the vehicle body frame BF and the engine side bracket 130 comes close to the vehicle body side bracket 120, the rubber stopper member 140 comes into contact with the vehicle body side bracket 120. And exerts a stopper action.

  Thus, by preventing the engine side bracket 130 from directly colliding with the vehicle body side bracket 120, it is ensured that the vibration generated by the collision is transmitted to the vehicle body frame BF by the impact absorbing effect of the rubber stopper member 140. Can be suppressed. As a result, it is possible to greatly reduce the occurrence of abnormal noise and vibration.

  Next, a detailed configuration of the liquid-filled vibration isolator unit 100 will be described with reference to FIGS. 2 is a front view of the liquid-filled vibration isolator unit 100, FIG. 3 is a side view of the liquid-filled vibration isolator unit 100, and FIG. FIG. 5 is a cross-sectional view of the liquid-filled vibration isolator unit 100 taken along line VV in FIG.

  2 to 5, the liquid-filled vibration isolator 110 in a state where the engine EG is not fixed to the engine-side bracket 130 and the weight of the engine EG is not applied to the liquid-filled vibration-proof device unit 100. The rubber stopper member 140 is pressed toward the vehicle body side bracket 120 by the elastic force of the vibration isolating base 3 of the liquid filled type vibration isolator 110, and the stopper rebound side rubber portion 142 is inside the rubber stopper member 140. It is said that it was buried in.

  As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  The point L is the left direction of the vehicle body frame BF (the vertical direction in the vertical direction in FIG. 1), the point R is the right direction of the vehicle body frame BF (the vertical direction in the vertical direction of FIG. 1), and the point F is the front of the vehicle body frame BF. Point B is the rear direction of the vehicle body frame BF (FIG. 1, the rear direction in the vertical direction of the paper surface), and point D is the lower direction of the vehicle body frame BF (the rear direction in the vertical direction of the paper surface of FIG. 1). , Point U indicates the upward direction of the vehicle body frame BF (the vertical direction in FIG. 1).

  5 indicates the roll direction during acceleration, and the arrow d direction indicates the roll direction during deceleration.

  As described above, the vehicle body side bracket 120 is a member that connects the liquid filled type vibration isolator 110 to the vehicle body frame BF and plays a role as a receiving surface portion that receives the rubber stopper member 140 when the stopper is operated. As shown in FIG. 2, the pair of side wall portions 123 and the upper surface portion 124 are configured in a frame shape, and these are integrated.

  As shown in FIG. 5, the bottom surface portion 122 is a portion to which the first mounting bracket 1 of the liquid-filled vibration isolator 110 is fastened and includes a bolt passage hole 122 c. The bolt passage hole 122 c is configured to be able to communicate with the bolt fastening hole 11 of the first mounting bracket 1.

  As shown in FIGS. 2 and 5, the pair of side wall parts 123 are erected from the bottom surface part 122 so as to face each other with a predetermined interval therebetween, and between the opposing surfaces of the pair of side wall parts 123, A liquid-filled vibration isolator 110 is disposed. Further, the upper surface portion 124 includes a contact surface 124 a 1 that is a flat surface that connects the upper end portions (the arrow U side in FIG. 2) of the pair of side wall portions 123 and faces the bottom surface portion 122.

  As shown in FIGS. 2 to 5, the side wall portion 123 is located on the abutting side wall portion 123 a located on the upper surface portion 124 side (upper side in FIG. 2) and the bottom surface portion 122 side (in the direction of arrow D in FIG. 2). The thickness dimension (the dimension in the direction of the arrow FB in FIG. 2) includes a thick side wall part 123b formed thicker than the contact side wall part 123a.

  As shown in FIGS. 2 and 5, the abutting side wall portion 123 a is abutting surface 123 a 1 with which a plurality of (six in this embodiment) stopper protruding rubber portions 141 of a rubber stopper member 140 to be described later abut. As shown in FIG. 2, the contact surface 123a1 is recessed from the inner side surface of the thick side wall portion 123b in a direction away from the stopper protruding rubber portion 141 (in the direction of arrow FB in FIG. 2). ing.

  With this recess, the contact surface 123a1 of the contact side wall portion 123a can be further separated from the outer surface of the rubber stopper member 140, so that the roll side without increasing the size of the vehicle body side bracket itself as in the conventional product. The stroke amount in the direction (arrow a or arrow d direction) can be ensured. In addition, the above-described concave portion reduces the weight of the vehicle body side bracket 120 as a whole, and increases the durability of the vehicle body side bracket 120 as a whole by securing rigidity and strength by increasing the thickness of the thick side wall portion 123b. Can be achieved.

  Here, the distance between the opposing surfaces formed by the contact surface 123a1 of the contact side wall portion 123a and the outer surface 133a on the upper side (arrow U side in FIG. 5) of the press-fitting ring portion 133 of the engine side bracket 130 described later (arrow in FIG. 2). As shown in FIG. 5, the distance in the FB direction) is determined between the contact surface 123a1 of the contact side wall portion 123a and the engine side bracket 130 on both the acceleration side (arrow R side in FIG. 2) and the deceleration side (arrow L side in FIG. 2). It is larger than the distance between the opposed surfaces (distance in the left-right direction in FIG. 2) formed by the outer surface 133b on the lower side (arrow D side in FIG. 5) of the press-fitting ring portion 133 (preferably 1.5 times or more, more preferably 2 times larger).

  As a result, the protruding height of the stopper protruding rubber portion 141 can be increased to facilitate its buffering action, so that the contact with the contact surface 123a1 can be moderated during normal roll loading. It is possible to avoid the generation of a booming noise.

  Further, both ends (ends in the direction of arrow FB in FIG. 2) of the bottom surface portion 122 are extended to positions beyond the side wall portion 123 as shown in FIGS. 2, 4, and 5, and the bottom surface portion 122 is extended. A plurality (four in this embodiment) of reinforcing ribs 125 are provided between the top surface (side surface in the direction of arrow F in FIG. 2) and the outer surface (outside surface in the direction of arrow FB in FIG. 2) of the side wall portion 123. The rigidity and strength of the entire vehicle body side bracket 120 is ensured.

  As shown in FIGS. 2, 3, and 4, the auxiliary bracket 150 is fastened and fixed to the reinforcing rib portion 125 located on the acceleration side (the arrow R side in FIG. 2) of the vehicle body side bracket 120 by a bolt B. The auxiliary bracket 150 is a member for reinforcing the vehicle body side bracket 120 and is press-formed from an iron material, and includes a bracket side plate-like portion 150a, a frame side plate-like portion 150b, and an interposition portion 150c. .

  In addition, since the auxiliary bracket 150 is fastened to the vehicle body side bracket 120 made of an aluminum alloy or the like, cationic coating is applied to prevent erosion due to electric rust.

  As shown in FIGS. 2 and 4, the bracket side plate-like portion 150 a is configured in a flat plate shape, and the first long hole 151 is formed therethrough. The frame side plate-like portion 150b is formed in a flat plate shape and has a second long hole 152 formed therethrough.

  3, the interposition part 150c is a member that is interposed between the bracket side plate-like part 150a and the frame side plate-like part 150b and connects the bracket side plate-like part 150a and the frame side plate-like part 150b. As shown in FIG. 3, the shape is bent at a right angle when viewed from the side (viewed in the vertical direction in FIG. 3).

  Further, a cross-sectional line between the bracket side plate-like portion 150a and the frame side plate-like portion 150b cut by a virtual plane orthogonal to the front-rear direction of the vehicle body side bracket 120 (the vertical direction in FIG. 3) forms an angle θ1.

  The angle θ1 is preferably set to 60 degrees or more and 120 degrees or less, and more preferably set to 90 degrees. Thus, when the angle θ1 is set to 90 degrees, the position adjustment when the auxiliary bracket 150 is attached to the vehicle body side bracket 120 can be facilitated. Details will be described later with reference to FIG.

  As shown in FIG. 3, the first long hole 151 is a through hole into which the bolt B is inserted. As shown in FIG. 2, the bolt B is on the acceleration side (the arrow R side in FIG. 2) of the vehicle body side bracket 120. ) Is screwed into the reinforcing rib portion 125 located at the center. As shown in FIG. 4, the second long hole 152 is a through hole into which a bolt B (not shown) is inserted, and the bolt B is screwed into the vehicle body frame BF (see FIG. 1).

  Bolts B inserted through the first long hole 151 and the second long hole 152 are screwed and the auxiliary bracket 150 is fastened and fixed to the vehicle body side bracket 120 and the vehicle body frame BF, whereby the vehicle body side bracket 120 and the vehicle body frame are fixed. The BF is connected via the auxiliary bracket 150. Therefore, the reinforcing rib portion 125 positioned on the acceleration side (arrow R side in FIG. 2) of the vehicle body side bracket 120 is reinforced by the vehicle body frame BF.

  In this manner, the reinforcing rib portion 125 located on the acceleration side (arrow R side in FIG. 2) of the vehicle body side bracket 120 is reinforced, so that deformation of the vehicle body side bracket 120 can be restricted during sudden acceleration. This can prevent the vehicle body side bracket 120 from being damaged.

  In addition, since a large input load due to acceleration / deceleration is assumed at the contact surface 123a1, it is usually impossible to make such a recess in the contact surface 123a1 (that is, to reduce the thickness of the contact side wall portion 123a). As in the first embodiment, the reinforcement rib 125 can be connected to the contact surface 123a1 for the first time. Thereby, weight reduction and strength ensuring can be achieved simultaneously.

  Further, since an input load larger than an input load due to deceleration is assumed due to acceleration on the contact surface 123a1 on the acceleration side (arrow direction side in FIG. 2B), such a contact surface 123a1 is recessed (ie, contact). (Thinning of the side wall portion 123a) is usually impossible only by adding the reinforcing rib portion 125, and the reinforcing rib portion 125 on the acceleration side (arrow direction side in FIG. 2B) is fixed to the vehicle body frame BF by the auxiliary bracket 150. This is the first grant that can be granted. Thereby, weight reduction and strength ensuring can be achieved simultaneously.

  As shown in FIG. 5, the liquid-filled vibration isolator 110 includes a first mounting bracket 1 attached to the vehicle body frame BF (see FIG. 1B) via the vehicle body side bracket 120, and an engine side bracket 130. The cylindrical second mounting bracket 2 that is attached to the engine EG (see FIG. 1) side through the engine side bracket 130 and the both brackets 1 and 2 are connected to each other, and the rubber-like elasticity It mainly includes an anti-vibration base 3 made of a material.

  As shown in FIG. 5, the first mounting bracket 1 is formed of an aluminum alloy or the like in a substantially truncated conical shape with an upper constriction symmetrical about the axis O, and a lower end thereof is configured as a flat surface. A seating surface 14 is formed, and a bolt fastening hole 11 for fastening and fastening to the vehicle body side bracket 120 is recessed in the fastening seating surface 14 upward (in the direction of arrow U in FIG. 5).

  Further, as shown in FIG. 5, the bolt fastening hole 11 has the same axis as that of the liquid-filled vibration isolator 110, and the bolt fastening hole 11 has a vertical direction (see FIG. A positioning surface 12 that is a flat surface extending in the direction of 5 arrows UD and a clamping surface 13 that is a flat surface orthogonal to the positioning surface 12 are formed.

  As shown in FIG. 5, the clamping surface 13 is disposed on the second mounting bracket 2 side (the arrow U direction side in FIG. 5) from the fastening seat surface 14. Therefore, a space can be provided between the upper surface 122a contacting the fastening seat surface 14. Using this space, the liquid-filled vibration isolator 110 is pre-compressed. In addition, the description regarding the precompression of the liquid filled type vibration isolator 110 will be described later with reference to FIG.

  Moreover, the positioning surface 12 is orthogonal to the front-back direction (arrow FB direction of FIG. 5), and the opposing space | interval of these positioning surfaces 12 is set to the width W1.

  As shown in FIG. 5, the second mounting bracket 2 is configured in a cylindrical shape having upper and lower ends (the arrow U side and the arrow D side in FIG. 5) opened from aluminum alloy or the like. In addition, the outer side surface (arrow L side in FIG. 5) of the second mounting bracket 2 is press-fitted into a press-fitting ring portion 133 of an engine-side bracket 130 described later.

  The second mounting bracket 2 includes a main body protruding portion 2a having a substantially rectangular cross section that protrudes from the outer surface thereof toward the side wall portion 123 of the vehicle body side bracket 120.

  The main body projecting portion 2 a is positioned at the upper end of the second mounting bracket 2 in the vertical direction (arrow UD direction in FIG. 5), and is in contact with the lower surface of the press-fitting ring portion 133 of the engine side bracket 130. Therefore, the press-fit depth (depth in the arrow UD direction in FIG. 5) of the liquid filled type vibration isolator 110 with respect to the engine-side bracket 130 can be determined.

  As shown in FIG. 5, the anti-vibration base 3 is formed from a rubber-like elastic material in a substantially conical truncated conical shape with a constriction that is symmetrical about the axis O, and the inclined surface of the first mounting bracket 1 and the second mounting Vulcanized and bonded to the inner peripheral surface of the metal fitting 2.

  According to the liquid-filled vibration isolator 110 in the first embodiment, the first mounting bracket 1 is connected to the vehicle body frame BF side, and the second mounting bracket 2 is connected to the engine EG (vibration generator) side. Therefore, a part of the vibration transmission path from the partition means 7 to be described later to the vehicle body frame BF is constituted by the vibration isolation base 3.

  As a result, even if, for example, in the partition means 7, the elastic partition film 8 collides with the upper or lower holding members 9, 10, and the upper or lower holding members 9, 10 vibrate, the vibrations are applied to the vehicle body frame. Transmission to the BF can be reliably suppressed by the vibration insulation effect of the vibration-proof base 3 that constitutes a part of the vibration transmission path, and the generation of abnormal noise can be greatly reduced.

  As shown in FIG. 5, first and second rubber films 31 and 32 that cover the inner peripheral surface of the second mounting bracket 2 are connected to the vibration isolation base 3. The first rubber film 31 is in close contact with the peripheral portions of upper and lower clamping members 9, 10, which will be described later, and the diaphragm 5.

  As shown in FIGS. 2 and 5, the rubber stopper member 140 comes into contact with the inner side surface (the contact surface 123 a 1 and the contact surface 124 a 1) of the side wall portion 123 and the upper surface portion 124 of the vehicle body side bracket 120, so that the engine EG It has a role (stopper action) as a stopper member for restricting the displacement (see FIG. 1), a sheet part 140a (see FIG. 9A) constituting the base part of the rubber stopper member 140, and a protruding protrusion of the stopper The rubber part 141, the stopper rebound side rubber part 142 (refer to FIG. 9A), and the stopper bound side rubber part 144 are mainly provided, and these are integrally formed.

  The stopper protruding rubber portion 141 and the stopper rebound side rubber portion 142 (see FIG. 9A) protrude from the seat portion 140a, and press-fit rings of the contact surface 123a1 of the side wall portion 123 and the engine side bracket 130, respectively. Between the contact portion 124 a 1 of the upper surface portion 124 and the press-fitted annular portion 133 of the engine side bracket 130.

  Further, the stopper protruding rubber portion 141 and the stopper rebound side rubber portion 142 (see FIG. 9A) are brought into contact with the contact surface 123a1 of the side wall portion 123 and the contact surface 124a1 of the upper surface portion 124. The displacement of the engine side bracket 130 (engine EG) in the rebound direction (arrow U direction in FIG. 5) or the bounce direction (arrow D direction in FIG. 5) is restricted.

  2 and 5, the engine EG is not fixed to the engine side bracket 130, and the weight of the engine EG is not applied to the liquid-filled vibration isolator unit 100. The engine side bracket 130 is moved upward by the elastic force of the vibration isolation base 3 and the rubber stopper member 140 is sandwiched between the vehicle body side bracket 120 and the vehicle body side bracket 120. Therefore, the stopper rebound side rubber part 142 is buried inside the rubber stopper member 140, and the shape of the stopper rebound side rubber part 142 is not shown in FIGS.

  The stopper projecting rubber portion 141 is projected from the seat portion 140a toward the side wall portion 123 (contact surface 123a1) of the vehicle body side bracket 120, and on the side wall portion 123 (contact surface 123a1) of the vehicle body side bracket 120. By abutting, the displacement of the engine side bracket 130 (engine EG) in the roll direction (the direction of arrow a or the direction of arrow d in FIG. 5) is regulated.

  As shown in FIG. 5, the stopper protruding rubber portion 141 is configured to have a tapered cross-section that becomes narrower toward the vehicle body side bracket 120. Therefore, since it can collide gently with the side wall part 123 (contact surface 123a1), while being able to suppress generation | occurrence | production of a booming noise, it can aim at the improvement of durability by suppressing a collision reaction force. .

  The roll center (not shown) of engine EG (see FIG. 1) is located in the direction of arrow D in FIG. When the engine EG is displaced in the roll direction, the engine side bracket 130 has the first mounting bracket 1 as a fixed point and the upper end side of the second mounting bracket 2 faces the side wall 123 of the vehicle body side bracket 120, that is, in the direction of arrow a. Or it is swung like a pendulum in the direction of arrow d.

  In the present invention, as described above, the stopper protruding rubber portion 141 is located on the upper end side (the arrow U side in FIG. 5) of the second mounting bracket 2, and accordingly, the stopper protruding rubber portion 141 is offset from the center of the roll of the engine EG. The separation distance to the installation rubber part 141 can be made longer. If the separation distance can be made longer, the collision reaction force can be made smaller than the relationship of the moment determined by the product of the distance and the force, and accordingly, the second mounting bracket 2 and the vehicle body side bracket can be reduced accordingly. The input load to 120 can be reduced.

  As a result, not only can the durability be improved, but also the rigidity required for each member 2, 120 can be lowered. The weight of the entire vibration isolator unit 100 can be reduced.

  Further, as described above, if the collision reaction force at the time of the stopper action can be reduced, vibration input to the vehicle body frame BF via the vehicle body side bracket 120 can be suppressed. Generation can be reduced.

  Further, in this way, the stopper protruding rubber portion 141 (that is, the load input position) is eccentric to the upper end side (the arrow U side in FIG. 5) of the second mounting bracket 2, so that the second It is not necessary to reinforce the entire vertical direction (direction of arrow UD in FIG. 5) of the mounting bracket 2, and only the upper end side may be reinforced by the main body protruding portion 2a. In other words, the lower end side of the second mounting bracket 2 (FIG. 5). Since the thickness of the arrow D side can be further reduced, the weight of the liquid-filled vibration isolator unit 100 as a whole can be further reduced.

  As shown in FIG. 5, the diaphragm 5 is formed from a rubber-like elastic material into a rubber film shape having a partial spherical shape, and is attached to the upper end (the arrow U side in FIG. 5) of the second mounting bracket 2. The As a result, a liquid sealing chamber 6 is formed between the lower surface side of the diaphragm 5 and the upper surface side of the vibration isolating base 3.

  The liquid enclosure 6 is filled with an antifreeze liquid (not shown) such as ethylene glycol. Further, as shown in FIG. 5, the liquid sealing chamber 6 is provided on the vibration-isolating base 3 side (arrow D side in FIG. 5) by the partition means 7 (the elastic partition film 8 and the upper and lower clamping members 9 and 10). It is divided into two chambers: a first liquid chamber 6A and a second liquid chamber 6B on the diaphragm 5 side (arrow U side in FIG. 5).

  The diaphragm 5 is vulcanized and bonded to a mounting bracket 51 that is press-formed in an annular shape when viewed from above, and, as shown in FIG. It is attached to the arrow U side in FIG.

  As described above, the partition means 7 partitions the liquid sealing chamber 6 into the first liquid chamber 6A and the second liquid chamber 6B, and is an elastic partition film 8 configured in a substantially disc shape from a rubber-like elastic material. And upper and lower clamping members 9 and 10 for clamping and fixing the elastic partition film 8 in the axial direction.

  As shown in FIG. 5, the partition means 7 (upper and lower clamping members 9, 10) has a substantially rectangular cross section between the inner peripheral side (rubber film 31) of the second mounting bracket 2 as shown in FIG. An orifice 20 is formed. The orifice 20 is an orifice channel that allows the first liquid chamber 6A and the second liquid chamber 6B to communicate with each other.

  The orifice 20 communicates with the second liquid chamber 6 </ b> B through a notch (not shown) formed in the upper holding member 9 while being cut out in the lower holding member 10. It communicates with the first liquid chamber 6A via the notch.

  A plurality of openings are formed in the upper and lower holding members 9 and 10, and fluctuations in the hydraulic pressure between the liquid sealing chambers 6 (first and second liquid chambers 6 </ b> A and 6 </ b> B) are generated in the elastic partition film 8. It is configured to be able to communicate. Therefore, when vibration with a relatively small amplitude is input, the elastic partition film 8 is reciprocally displaced to absorb the fluid pressure fluctuation between the fluid chambers 6A and 6B, thereby obtaining a low dynamic spring characteristic. be able to.

  On the other hand, for example, when a relatively large amplitude vibration is input due to unevenness on the road surface, the amount of displacement of the elastic partition film 8 is restricted from both sides by the upper and lower clamping members 9 and 10. By increasing the membrane rigidity, the fluid can easily flow between the liquid chambers 6A and 6B via the orifice 71, and a high damping characteristic can be obtained.

  Here, the assembly of the liquid filled type vibration isolator 110 is performed by first fitting the partition means 7 and the diaphragm 5 in order from the upper end side (arrow U side in FIG. 5) opening of the second mounting bracket 2, and then the second mounting. This is done by bending one side wall portion (inner peripheral side of the second mounting bracket 2) of the groove recessed on the entire upper end surface of the bracket 2 toward the axis O side.

  As a result, as shown in FIG. 5, the partition means 7 (upper and lower holding members 9 and 10) are arranged between the upper surface of the vibration isolating base 3 and the diaphragm 5, and the axis of the liquid filled type vibration isolator 110. It is clamped and fixed in the direction (the vertical direction in FIG. 5).

  As shown in FIGS. 2, 3, and 4, the engine-side bracket 130 is press-fitted with a mounting portion 132 that is attached to the engine EG via a bolt B <b> 2 (see FIG. 1) and a liquid-filled vibration isolator 110. A press-fitting annular portion 133 is mainly provided.

  As shown in FIG. 4, the mounting portion 132 is formed in a generally U shape when viewed from above (viewed from the front side of FIG. 4 toward the back), and the mounting hole group 131 formed in the mounting portion 132 has a bolt B2 (see FIG. 1) is inserted and fixed to the engine EG.

  As shown in FIG. 4, the mounting hole group 131 is a group of through holes formed through the mounting portion 132, and the first through holes 131 a and the first through holes are formed at both end portions (ends in the arrow FB direction in FIG. 4) of the mounting portion 132. 3 through-holes 131c are formed through, and a second through-hole 131b is formed in a portion bent in a dogleg shape between the first through-hole 131a and the third through-hole 131c.

  Further, as shown in FIG. 4, around the openings of the through holes 131a, 131b, and 131c, there are regions of radius r1 from the centers of the through holes 131a, 131b, and 131c and the seating surfaces 134a, 134b, and 134c. When the engine side bracket 130 is fastened, the head seat surface of the bolt B2 (see FIG. 1) is brought into contact with each seat surface 134a, 134b, 134c.

  The press-fitting ring portion 133 is a part of the attachment portion 132 between the first through hole 131a and the second through hole 131b, and is opposite to the side surface facing the third through hole 131c (see arrow R in FIG. 4). Side).

  For example, when the mounting portion 132 is configured in a straight line when viewed from above (viewed from the front side of FIG. 4 toward the back) and the third through hole 131c is omitted, the engine side bracket 130 is replaced by the vehicle body side bracket 120. , A rotational moment about the virtual straight line L acts on the mounting portion 132.

  Since the rotational moment acts as a greater pressing force as it is closer to the central axis, the seat surfaces 134a and 134b with which the head seat surfaces (see FIG. 1) of the bolts B2 inserted through the through holes 131a and 133b are brought into contact. Since the outer edge is only separated from the virtual straight line L by the radius r1 of each of the seating surfaces 134a and 134b, there is a possibility that a large pressing force acts and buckles.

  Here, in the first embodiment, since the third through hole 131c is formed in the mounting portion 132, the seat surface 134c of the third through hole 131c shares and receives the force of the rotational moment, and the first through hole The force received by the seating surface 134a of the hole 131a and the seating surface 134b of the second through hole 131b can be reduced.

  Further, here, in the first embodiment, the attachment portion 132 is formed on the square shape, and the position where the third through hole 131c is formed is separated from the virtual straight line L from the outer edge of each seating surface 134a, 134b. Therefore, the pressing force acting on the seat surface 134c of the third through hole 131c can be made smaller than the seat surface 134a of the first through hole 131a and the seat surface 134b of the second through hole 131b.

  Therefore, the bolt B2 (see FIG. 1) inserted through the third through-hole 131c is changed to one having a narrow diameter D5 under the neck, and the area of the seating surface 134c is reduced in accordance with the head seating surface of the bolt B2. Can be set. Therefore, the site | part in which the 3rd through-hole 131c of the attaching part 132 is formed can be reduced in size, and the attaching part 132 can be reduced in weight.

  Next, a detailed configuration of the vehicle body side bracket 120 will be described with reference to FIG. 6 is a plan view of the vehicle body side bracket 120, FIG. 6 (a) is a front view of the vehicle body side bracket 120, and FIG. 6 (b) is a top view of the vehicle body side bracket 120. (C) is a side view of the vehicle body side bracket 120.

  As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  As described above, the vehicle body side bracket 120 is a member that connects the liquid filled type vibration isolator 110 to the vehicle body frame BF and plays a role as a receiving surface portion that receives the rubber stopper member 140 (see FIG. 2) when the stopper is operated. Yes, the bottom surface portion 122, the pair of side wall portions 123, and the top surface portion 124 are configured in a frame shape as shown in FIG.

  The bottom surface part 122 is a part to which the first mounting bracket 1 of the liquid-filled vibration isolator 110 is fastened and fixed, and includes a bolt passage hole 122c.

  As described above, the side wall portion 123 includes the abutting side wall portion 123a and the thick side wall portion 123b, and the abutting side wall portion 123a abuts the stopper protruding rubber portion 141 on the abutting surface 123a1. Thus, the displacement of the engine EG in the front-rear direction (the arrow FB direction in FIG. 6A) is restricted.

  The thick side wall portion 123b includes a contact surface 123b1 that is a flat surface facing the upper surface portion 124 side (the arrow U direction side in FIG. 6A). The abutment surface 123b1 abuts a stopper bounce side rubber portion 144 (see FIG. 2) of a rubber stopper member 140, which will be described later, and extends downward in the vertical direction of the engine side bracket 130 (arrow D direction in FIG. 6 (a)). Regulate displacement.

  The upper surface portion 124 includes a contact surface 124 a 1 that is a flat surface that connects the upper end portions (the arrow U side in FIG. 6A) of the pair of side wall portions 123 and faces the bottom surface portion 122. The abutment surface 124a1 abuts against the stopper rebound side rubber portion 142 (see FIG. 9A) of the rubber stopper member 140, and moves vertically upward (in the direction of arrow U in FIG. 6A) of the engine side bracket 130. Regulate the displacement of.

  As shown in FIG. 6 (a), the abutting side wall portion 123a contacts a plurality of (six in the present embodiment) stopper protruding rubber portions 141 of the rubber stopper member 140 (see FIG. 2). As shown in FIG. 6A, the contact surface 123a1 has a thick side wall portion in a direction away from the stopper protruding rubber portion 141 (in the direction of arrow FB). It is recessed from the inner surface of 123b.

  Further, as described above, the reinforcing rib portion 125 located on the acceleration side (the arrow R side in FIG. 6 (a)) of the vehicle body side bracket 120 is provided with FIGS. 6 (a), 6 (b) and 6 (c). ), The auxiliary bracket 150 is fastened and fixed by the bolt B. The auxiliary bracket 150 is a member for reinforcing the vehicle body side bracket 120 and is press-formed from an iron material, and includes a bracket side plate-like portion 150a, a frame side plate-like portion 150b, and an interposition portion 150c. .

  The bracket side plate-like portion 150a is formed in a flat plate shape and the first long hole 151 is formed therethrough, and the frame side plate-like portion 150b is formed in a flat plate shape and the second long hole 152 is formed therethrough. Further, the interposition part 150c is configured in a shape bent at a right angle when viewed from the side (viewed in the vertical direction in FIG. 6C).

  Further, a cross-sectional line between the bracket side plate-like portion 150a and the frame side plate-like portion 150b cut by a virtual plane orthogonal to the front-rear direction of the vehicle body side bracket 120 (the vertical direction in FIG. 6C) forms an angle θ1. ing.

  As shown in FIG. 6A, the first long hole 151 is a through hole formed in a long hole shape when viewed from the front (viewed in the vertical direction in FIG. 6A) through which the bolt B is inserted. The inner diameter dimension in the direction from 124 to the bottom surface portion 122 (the arrow UD direction in FIG. 6A) is the long diameter D1, and the direction orthogonal to the direction from the top surface portion 124 to the bottom surface portion 122 (FIG. 6A ) The inner diameter dimension in the direction of arrow FB) is the minor axis D2.

  As shown in FIG. 6B, the second long hole 152 is a through hole formed in a long hole shape through which the bolt B is inserted (viewed in the vertical direction in FIG. 6B). The inner diameter dimension of the rib portion 127 in the extending direction (arrow LR direction in FIG. 6B) is the long diameter D3, and the direction orthogonal to the extending direction of the central reinforcing rib portion 127 (arrow in FIG. 6B). The inner diameter dimension in the FB direction) is a short diameter D4.

  The major axis D1 is set to a dimension larger than the minor axis D2 (D1> D2), and the major axis D3 is set to a dimension larger than the minor axis D4 (D3> D4). Further, the diameter D5 under the neck of the bolt B inserted into the first long hole 151 is set smaller than the short diameter D2 and the head diameter D6 is set larger than the short diameter D2, and the bolt inserted into the second long hole 152 is inserted. The diameter D5 under the neck of B is smaller than the short diameter D4, and the head diameter D6 is set larger than the short diameter D4.

  Therefore, the auxiliary bracket 150 is moved more in the direction of the major axis D1 and the major axis D3 than in the direction of the minor axis D2 and the minor axis D4 with the bolt B inserted in the first elongated hole 151 and the second elongated hole 152. Can do.

  Therefore, when attaching the auxiliary bracket 150 to the vehicle body side bracket 120, a large adjustment allowance is required for adjusting the attachment position of the auxiliary bracket 150 in the direction from the top surface portion 124 to the bottom surface portion 122 (the arrow UD direction in FIG. 6A). In addition, when attaching the auxiliary bracket 150 to the vehicle body frame BF, it is possible to secure a large adjustment allowance for the attachment position of the auxiliary bracket 150 in the extending direction of the central reinforcing rib portion 127 (direction of arrow LR in FIG. 6B). it can. Therefore, it is possible to reduce the influence due to dimensional tolerance and assembly tolerance in manufacturing parts, and to ensure the durability of the auxiliary bracket 150 and the vehicle body side bracket 120.

  That is, there are always dimensional tolerances and assembly tolerances in manufacturing the parts. By configuring the auxiliary bracket 150 as described above, the auxiliary bracket 150 can be mounted at two positions perpendicular to the body frame BF. Adjustment is possible, and tolerances can be absorbed when the vehicle body side bracket 120 and the vehicle body frame BF side are connected by the auxiliary bracket 150.

  Therefore, it is possible to connect the vehicle body side bracket 120 and the vehicle body frame BF while minimizing the influence of the positional accuracy between the vehicle body side bracket 120 and the vehicle body frame BF. As a result, it is possible to prevent the auxiliary bracket 150 and the vehicle body side bracket 120 from being fastened and fixed in a distorted state, thereby improving the durability.

  As shown in FIGS. 6 (a), 6 (b) and 6 (c), a bolt B (not shown) is inserted into the first elongated hole 151, and the bolt B is screwed. Thus, the auxiliary bracket 150 is attached to the reinforcing rib portion 125 located on the acceleration side (the arrow R side in FIG. 6A) of the vehicle body side bracket 120. A bolt B (not shown) is inserted into the second elongated hole 152, and the auxiliary bracket 150 is attached to the vehicle body frame BF (see FIG. 1) by screwing the bolt B.

  The reinforcing rib portion 125 located on the acceleration side (the arrow R side in FIG. 6A) of the vehicle body side bracket 120 includes a buildup 125b. The build-up 125b is a part to which the bolt B is screwed, and supports the auxiliary bracket 150 via the bolt B.

  Further, the build-up 125b is formed so as to be raised, and an inner surface 125a which is a surface on the back side (the arrow U side in FIG. 6B) of the reinforcing rib portion 125 and an outer side of the contact surface 123a1 (the arrow in FIG. 6B). It is connected to the outer side surface 123a2 which is a surface located on the (R side).

  Therefore, it is possible to efficiently transmit the impact force generated when the stopper protruding rubber portion 141 contacts the contact surface 123a1 to the auxiliary bracket 150.

  The upper surface portion 124 includes a pair of reinforcing rib portions 126 erected from both sides of the upper surface portion 124 (in the direction of arrow LR in FIG. 6 (b)) in the rebound direction (in the direction of arrow U in FIG. 6 (a)), and the reinforcement. A central reinforcing rib portion 127 is provided between the rib portions 126 and is erected from the upper surface portion 124 in the rebound direction (direction of arrow U in FIG. 6A).

  The reinforcing rib portion 126 is connected to and integrated with the reinforcing rib portions 125 disposed on both sides of the reinforcing rib portion 126. The reinforcing rib portion 126 disposed on the auxiliary bracket 150 side (the arrow R direction side in FIG. 6B) of the pair of reinforcing rib portions 126 is attached to the mounting portion 132 from the reinforcing rib portion 125 in which the build-up 125b is formed. It arrange | positions to the side (FIG.6 (b) arrow L direction side). Therefore, it is possible to efficiently transmit the impact force generated when the stopper protruding rubber portion 141 contacts the contact surface 123a1 to the auxiliary bracket 150.

  Further, the reinforcing rib portion 126 is a portion to which a larger force than the reinforcing rib portion 125 is applied, and the thickness dimension (dimension in the arrow L direction in FIG. 6B) is set larger than that of the reinforcing rib portion 125.

  Further, the thickness dimension of the reinforcing rib portion 125 (the dimension in the direction of arrow L in FIG. 6 (b)) continuously increases toward the reinforcing rib portion 126, and the reinforcing rib portion 126 has its own center ( The thickness increases continuously toward the center of the arrow LR direction in FIG.

  That is, the portion to which a greater force is applied has a thickness, and the increase in thickness continuously changes, so that the strength is efficiently improved.

  Further, since the central reinforcing rib portion 127 connects the pair of reinforcing rib portions 126, the direction from one reinforcing rib portion 126 to the other reinforcing rib portion 126 of the pair of reinforcing rib portions 126 (FIG. 6). (B) The strength of the arrow LR direction side) can be improved. As a result, the balance of strength of the entire vehicle body side bracket 120 is improved, and the strength of the entire vehicle body side bracket 120 can be improved.

  Next, the setting of the angle θ1 formed by the bracket side plate-like portion 150a and the frame side plate-like portion 150b will be described with reference to FIG. FIG. 7 is a side view of the vehicle body side bracket 120 showing a state in which the dimension adjusting jigs J1, J2, J3 are arranged when determining the mounting position of the auxiliary bracket 150. FIG. FIG. 7A is a side view of the vehicle body side bracket 120 showing a state in which the angle θ1 formed by the bracket side plate-like portion 150a and the frame side plate-like portion 150b is set to 60 degrees, and FIG. FIG. 7C is a side view of the vehicle body side bracket 120 showing a state in which the angle θ1 formed by the bracket side plate portion 150a and the frame side plate portion 150b is set to 120 degrees, and FIG. 7C is a bracket side plate portion 150a. 6 is a side view of the vehicle body side bracket 120 showing a state in which an angle θ1 formed by the frame side plate-like portion 150b is set to 90. FIG.

  In addition, the arrows shown in FIGS. 7A, 7B, and 7C indicate the moving directions of the dimension adjusting jigs J1, J2, and J3, respectively.

  As shown in FIG. 7A, for example, when the shape of the interposition part 150c is changed and the angle θ1 is set to 60 degrees, the vehicle body side bracket to which the auxiliary bracket 150 is attached in order to determine the attachment position of the auxiliary bracket 150 The distance adjustment jig J1 is set close to the auxiliary bracket 150 so that the distance C1 between the dimension adjustment jig J1 and the dimension adjustment jig J1 is defined and the distance between the dimension adjustment jig J1 and the reinforcing rib portion 125 is the distance C1. On the other hand, it is necessary to determine the position with respect to the reinforcing rib portion 125 by moving from the arrow R side in FIG. 7 (a) to the arrow L direction in FIG. 7 (a).

  That is, when the dimension adjusting jig J1 is disposed at a distance C1 or more from the reinforcing rib portion 125, the auxiliary bracket 150 whose angle θ1 is set to 60 degrees is in contact with the dimension adjusting jig J1. This is because the mounting position of the auxiliary bracket 150 is lower than when the dimension adjusting jig J1 is disposed at a distance C1 from the reinforcing rib portion 125 (the bottom surface 122b in the direction of the arrow UD in FIG. 7). And the distance between them becomes narrower).

  Further, as shown in FIG. 7B, for example, when the shape of the interposition part 150c is changed and the angle θ1 is set to 120 degrees, the distance C2 from the vehicle body side bracket 120 is set as in the case of setting to 60 degrees. The dimension adjusting jig J2 must be arranged so that the distance between the dimension adjusting jig J2 and the reinforcing rib portion 125 is the distance C2. In addition, since the insertion direction of the dimension adjusting jig J2 is limited, it takes time to adjust the mounting position of the auxiliary bracket 150.

  That is, when the angle θ1 is 60 degrees, the dimension adjusting jig J2 is brought close to the vehicle body side bracket 120 (from the arrow R side to the auxiliary bracket 150 in the direction of the arrow L in FIG. 7A). The position relative to the reinforcing rib portion 125 can be determined by moving the dimension adjusting jig J1 close to the auxiliary bracket 150 when the angle θ1 is 120 degrees. Since the dimension adjustment jig J2 comes into contact, the dimension adjustment jig J2 cannot be brought close to the position of the distance C2 from the reinforcing rib portion 125.

  Therefore, the dimension adjusting jig J2 is inserted between the reinforcing rib portion 125 and the frame side plate-like portion 150b from the front-rear direction of the vehicle body side bracket 120 (the vertical direction in FIG. 7B), and the inserted dimension adjusting jig is inserted. It is necessary to arrange the tool J at a distance C2 from the reinforcing rib portion 125.

  Thus, since it takes time to adjust the mounting position of the auxiliary bracket 150, it takes time to manufacture the vehicle body side bracket 120, and the manufacturing cost of the liquid-filled vibration isolator unit 100 increases.

  Here, as shown in FIG. 7C, when the angle θ1 is set to 90 degrees, a part of the position adjustment jig is inserted below the frame side plate-like portion 150b (the arrow D side in FIG. 7C). By doing so, it becomes possible to compare the mounting height of the auxiliary bracket 150 with the height of the dimension adjusting jig J3.

  That is, by setting the angle θ1 to 90 degrees, in the operation of attaching the auxiliary bracket 150 to the vehicle body side bracket 120, the insertion direction constraint of the dimension adjustment jig J and the arrangement position of the dimension adjustment jig J (reinforcement) The distance between the rib portion 125 and the rib portion 125 can be eliminated.

  Therefore, it is possible to reduce the manufacturing cost of the liquid-filled vibration isolator unit 100 by omitting the position adjustment when the auxiliary bracket 150 is attached to the vehicle body side bracket 120.

  Next, the detailed configuration of the engine-side bracket 130 will be described with reference to FIG. 8 is a plan view of the engine side bracket 130, FIG. 8 (a) is a front view of the engine side bracket 130, and FIG. 8 (b) is a top view of the engine side bracket 130. (C) is a side view of the engine side bracket 130.

  As described above, the engine-side bracket 130 includes the mounting portion 132 that is attached to the engine EG by removing the bolt B2 (see FIG. 1), and the press-fit annular portion 133 into which the liquid-filled vibration isolator 110 is press-fitted. Mainly prepared.

  As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  As shown in FIG. 8B, the attachment portion 132 is formed in a substantially U shape when viewed from above (see FIG. 8B from the front side toward the back). A bolt B <b> 2 (see FIG. 1) is inserted through the mounting hole group 131 and is connected and fixed to the engine EG.

  As shown in FIG. 8B, the attachment hole group 131 is a group of through holes formed through the attachment portion 132, and is attached to both ends of the attachment portion 132 (ends in the arrow FB direction in FIG. 8B). The first through-hole 131a and the third through-hole 131c are formed through, and the second through-hole 131b is formed through the portion bent in a dogleg shape between the first through-hole 131a and the third through-hole 131c. ing.

  Further, as shown in FIGS. 8A and 8C, each of the through holes 131a, 131b, and 131c has two openings, one of which is the rebound side (see FIG. 8). 8 (a) and FIG. 8 (c) around the opening in the direction of arrow U), seating surfaces 134a, 134b, and 134c are formed, and the other opening is the bounce side (FIG. 8 (a) and FIG. 8). The attachment surfaces 135a, 135b, and 135c are formed around the opening 8 (c) in the direction of arrow D).

  Each seating surface 134a, 134b, 134c is a flat surface in a region of radius r1 from each center of each through hole 131a, 131b, 131c, and each mounting surface 135a, 135b, 135c is each through hole 131a, 131b, 131c. It is a flat surface of the area | region of radius r1 from each center. In addition, each attachment surface 135a, 135b, 135c is formed in parallel with each seating surface 134a, 134b, 134c, respectively.

  Further, when the engine side bracket 130 is attached to the vehicle body frame BF by the bolt B2 (see FIG. 1), the seating surface of the head of the bolt B2 is abutted against the seating surfaces 134a, 134b, and 134c. 135a, 135b, and 135c are placed on the body frame BF.

  The through holes 131a, 131b, 131c, the seating surfaces 134a, 134b, 134c, and the mounting surfaces 135a, 135b, 135c are formed in the first mounting jig G1 when the liquid-filled vibration isolator unit 100 described later is assembled. And it also serves as an attachment site for the second attachment jig G2.

  Therefore, since the process of the attachment site | part for an assembly | attachment can be abbreviate | omitted, the effort of the process of the engine side bracket 130 can be saved, and the product cost of the liquid filled type vibration isolator unit 100 can be reduced.

  In addition, if it is not necessary to separately provide a flat surface and a through hole in this way, the engine-side bracket 130 can be reduced in size, so that the liquid-filled vibration isolator unit 100 as a whole can be reduced. Weight reduction can be achieved. At the same time, if the number of formation points of the mounting hole group 131 can be reduced, a decrease in the rigidity strength of the engine-side bracket 130 can be suppressed accordingly, so that the durability can be improved.

  The pair of sandwiching surfaces 13 are disposed between the outer edge of the seating surface 134a and the outer edge of the seating surface 134b, and the distance between the outer edge of the seating surface 134a and the outer edge of the seating surface 134b is set to a distance T2. Has been.

  Next, a detailed configuration of the rubber stopper member 140 will be described with reference to FIG. 9 is a plan view of the rubber stopper member 140, FIG. 9 (a) is a front view of the rubber stopper member 140, and FIG. 9 (b) is a top view of the rubber stopper member 140. FIG. 4C is a side view of the rubber stopper member 140. FIG.

  As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  As described above, the rubber stopper member 140 is in contact with the inner surface (the contact surface 123a1 and the contact surface 124a1) of the side wall portion 123 and the upper surface portion 124 of the vehicle body side bracket 120, so that the engine EG (see FIG. 1). It is a member having a role (stopper action) as a stopper member for restricting the displacement of.

  As shown in FIG. 9A, the sheet portion 140a of the rubber stopper member 140 includes a rebound surface portion 140c, a reinforcing portion stopper surface portion 140e, a holding portion stopper surface portion 140d, and a bound surface portion 140b.

  The rebound surface portion 140c is a portion that covers a rebound surface 133b described later, and is configured in a flat plate shape as shown in FIG. Further, a rubber stopper member through hole 143 is formed through the bound surface 140b.

  Note that the rubber stopper member through-hole 143 is formed in the state where the rubber stopper member 140 is assembled to the press-fitting ring portion 133 (see FIG. 5), on the side of the press-fitting ring portion 133 (see FIG. 5) (see FIG. 9A). This is a through hole that opens from the side, arrow D side in FIG. 5 to the contact surface 124a1 (see FIG. 5) side (FIG. 9A, arrow D side, FIG. 5 arrow D side).

  The reinforcement part stopper surface part 140e is a site | part which covers the reinforcement part stopper surface 133i (refer FIG. 5) mentioned later, and is comprised by the substantially plate shape. Further, as shown in FIG. 9A, a positioning projection 145 is provided so as to protrude from a portion of the reinforcement portion stopper surface portion 140e on the reinforcement portion stopper surface 133i side (inner direction in the arrow FB in FIG. 9A). .

  The holding portion stopper surface portion 140d is a portion that covers a holding portion stopper surface 133h (see FIG. 5), which will be described later, and has a substantially plate shape. Further, as shown in FIG. 9C, the holding portion stopper surface portion 140d is coupled to the lower side of the reinforcing portion stopper surface portion 140e (the arrow D side in FIG. 9C) in the assembled state of the vehicle (not shown). Has been.

  Further, the rebound surface portion 140c is coupled to the lower side of the holding portion stopper surface portion 140d (the arrow D side in FIG. 9A) and the lower side of the press-fitting ring portion 133 in the assembled state of the vehicle (not shown). It is a site | part arrange | positioned, and is comprised by the multiple (four in this Embodiment) to-be-held part 146.

  As shown in FIG. 9B, the held portion 146 is a portion that extends toward the inside of the rubber stopper member 140. Further, as shown in FIGS. 9A and 9C, the sandwiched portion 146 increases in thickness (the dimension value in the arrow UD direction in FIG. 9A) as it approaches the inside of the rubber stopper member 140. It is configured in shape.

  As shown in FIG. 9B, the stopper rebound side rubber portion 142 includes a pair of large rubber portions 142a configured in a rectangular shape when viewed from above and a pair of small rubber portions 142b configured as a rectangular shape when viewed from above. It is prepared for.

  The pair of large rubber portions 142a are disposed so as to sandwich the rubber stopper member through holes 143 from both sides (FIG. 9B, both sides in the direction of the arrow FB) in the longitudinal direction of the vehicle (in the direction of the arrow FB). The stopper rebound side rubber portion 142b is disposed with the large rubber portion 142a sandwiched from both sides in the longitudinal direction of the vehicle.

  The rubber part large 142a and the rubber part small 142b have the same dimensions in the vehicle front-rear direction (arrow FB direction in FIG. 9B), but in the vehicle left-right direction (FIG. 9B arrow LR direction). The size of the rubber part large 142a is set larger than that of the rubber part small 142b.

  Therefore, the balance of the deformation amount between the large rubber portion 142a and the small rubber portion 142b is improved. Therefore, the balance of durability greatly influenced by the degree of deformation is improved, and the durability of the rubber stopper member 140 as a whole is improved.

  The size of the rubber portion 142a in the left-right direction of the vehicle (direction of arrow LR) is 1.2, which is the size of the rubber portion 142a of the vehicle in the left-right direction (direction of arrow LR) (FIG. 9B). It is preferable to set in the range of double to double. In that case, the balance of the deformation amount between the large rubber portion 142a and the small rubber portion 142b is further improved. Therefore, the durability balance that is greatly influenced by the degree of deformation is further improved, and the durability of the rubber stopper member 140 as a whole is further improved.

  Next, a detailed configuration of the engine side bracket 130 will be described with reference to FIGS. 10 to 13. 10 is a top view of the engine-side bracket 130, FIG. 11 is a schematic bottom view schematically showing the bottom surface of the engine-side bracket 130, and FIG. 12 is a side view of the press-fitting ring portion 133. FIG. 13 is a cross-sectional view of the press-fitted annular portion 133 taken along line XIII-XIII in FIG. In FIG. 13, a part of the outer shape of the main body protruding portion 2a is indicated by a two-dot chain line for easy understanding.

  As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  As described above, the engine-side bracket 130 is interposed between the engine EG (see FIG. 1) and the liquid-filled vibration isolator 110 so that the liquid-filled vibration isolator 110 is attached to the engine EG (see FIG. 1). As shown in FIGS. 10 and 11, the mounting portion 132 through which the mounting hole group 131 is formed and the press-fitted ring portion 133 into which the liquid-filled vibration isolator 110 is press-fitted are mainly used. The mounting portion 132 and the press-fitting ring portion 133 are integrally formed.

  As described above, as shown in FIG. 10, the attachment portion 132 is formed in a generally U shape when viewed from the top (as viewed from the front side of the paper in FIG. 10), and the attachment hole group formed in the attachment portion 132. A bolt B <b> 2 (see FIG. 1) is inserted through 131 and connected and fixed to the engine EG.

  Further, as described above, the attachment hole group 131 is a group of through holes formed through the attachment portion 132 as shown in FIG. 10, and is formed at both end portions (ends in the arrow FB direction in FIG. 10) of the attachment portion 132. The first through-hole 131a and the third through-hole 131c are formed through, and the second through-hole 131b is formed through the portion bent in a dogleg shape between the first through-hole 131a and the third through-hole 131c. Has been.

  As shown in FIGS. 10 and 12, the press-fitted annular portion 133 is configured in a shape that spreads toward the attachment portion 132 side (the arrow L side in FIG. 10 and the arrow L side in FIG. 12). Therefore, the cross-sectional area of the press-fitted ring part 133 increases as it goes toward the attachment part 132, so that the bonding strength between the attachment part 132 and the press-fitting ring part 133 is improved.

  Further, as shown in FIG. 10, the press-fitted annular portion 133 is located on the side opposite to the third through hole 131c side (the arrow R side in FIG. 10) at a portion between the first through hole 131a and the second through hole 131b. From the side surface, the first through hole 131a and the second through hole 131b are extended in a direction perpendicular to a virtual straight line L (an arrow R direction in FIG. 10).

  Therefore, the weight of the engine EG acts on the liquid-filled vibration isolator 110 (see FIG. 3), and the liquid-filled vibration isolator 110 is bound to the bound direction (the vertical direction in FIG. 10) or the rebound direction (vertical in FIG. 10). When a forward force is applied, the weight of the engine EG can be supported at the end of the attachment portion 132 where the third through hole 131c is formed.

  As described above, in the first embodiment, the press-fitted annular portion 133 extends on the opposite side (the arrow R side in FIG. 10) from the third through hole 131c with the virtual straight line L interposed therebetween. The strength of the can be improved efficiently.

  Further, as shown in FIG. 12, the press-fitting ring portion 133 is provided with a holding portion 133f that is a portion for holding the liquid-filled vibration isolator 110 (see FIG. 3) and the strength of the holding portion 133f. It is comprised integrally from the reinforcement part 133g which is a site | part.

  As shown in FIGS. 10 and 12, the holding portion 133f protrudes from the mounting portion 132 in a direction opposite to the direction in which the third through hole 131c is disposed (in the direction of arrow R in FIG. 10), and the bounce surface 133a. A holding portion stopper surface 133h, a liquid ball press-fitting hole 139, a tip end surface 133d, an engine position restricting portion 136, and a holding groove 138.

  The bound surface 133a is a flat surface disposed to face the contact surface 123b1 of the side wall portion 123 in the assembled state of the liquid-filled vibration isolator unit 100, and the liquid-filled vibration-proof vibration 137a is placed in the liquid ball press-fitting hole 139. In the state where the device 110 is press-fitted, it is a surface with which the main body protruding portion 2a of the second mounting bracket 2 comes into contact (see FIG. 5).

  As shown in FIG. 10, the holding portion stopper surface 133h is a pair of flat surfaces disposed on the acceleration side (arrow B side in FIG. 10) and the deceleration side (arrow F side in FIG. 10) of the holding portion 133f. Each of the side walls 123a (see FIG. 5) is disposed so as to face the contact surface 123a1. Moreover, the holding | maintenance part stopper surface 133h is connected with the bound surface 133a, as shown in FIG.

  As shown in FIG. 11, the liquid ball press-fitting hole 139 is a through-hole having an axis O and opening in the bound surface 133 a, and the second mounting bracket 2 of the liquid-filled vibration isolator 110 (see FIG. 5). It is a through-hole fitted inside.

  As shown in FIGS. 10 and 12, the front end surface 133d is a curved surface that connects between the pair of holding portion stopper surfaces 133h, and is disposed outside the liquid ball press-fitting hole 139 (the arrow R side in FIG. 12). Yes. The tip surface 133d is a curved surface that is convex in the direction from the mounting portion 132 toward the press-fitted ring portion 133 (the direction of arrow R in FIG. 10). Therefore, when the liquid-filled vibration isolator 110 (see FIG. 3) is press-fitted into the liquid ball press-fitting hole 139, stress is prevented from concentrating on the surface of the front end surface 133d, and damage to the holding portion 133f is prevented. Can do. Therefore, the durability of the liquid filled type vibration isolator unit 100 can be improved.

  The engine position restricting unit 136 changes the speed of the vehicle greatly due to sudden acceleration, sudden stop (including collision), etc., and the engine EG (see FIG. 1) is greatly displaced with respect to the vehicle body frame BF (see FIG. 1). In this case, the displacement of the engine EG relative to the vehicle body frame BF is restricted so that the engine EG does not collide with the vehicle body frame BF. The engine position restricting portion 136 is protruded from the holding portion stopper surface 133h toward the abutting side wall portion 123a.

  Further, as shown in FIG. 12, the engine position restricting portion 136 is configured as a flat surface and has a contact surface 136a disposed to face the contact side wall portion 123a. Therefore, when the stopper protruding rubber portion 141 (see FIG. 5) is greatly deformed and the contact surface 136a is brought into contact with the contact sidewall portion 123a, the contact sidewall portion 123a is flat similarly to the contact surface 136a. Since it is configured as a surface, the contact surface 136a is uniformly contacted with the contact side wall portion 123a via a holding portion stopper surface portion 140d described later.

  Therefore, it is possible to efficiently disperse the impact force due to the contact, prevent the holding portion stopper surface portion 140d from being broken, and prevent the engine position restricting portion 136 or the side wall portion 123 from being damaged.

  That is, in acceleration and deceleration in normal use, the rubber bulging portion 141 (see FIG. 5) of the rubber stopper member 140 is brought into contact with the abutting side wall portion 123a (see FIG. 5), so that the engine EG (see FIG. 1). (Refer to FIG. 1), the displacement of the vehicle is greatly limited when the vehicle speed changes greatly due to sudden acceleration, sudden stop (including collision), or the like. The stopper protruding rubber portion 141 is greatly deformed and it is difficult to support the displacement of the engine EG.

  Therefore, the engine position restricting portion 136 made of aluminum alloy is configured to abut on the abutting side wall portion 123a (see FIG. 5) via the holding portion stopper surface portion 140d of the stopper protruding rubber portion 141 (see FIG. 5). Therefore, the displacement of the engine EG can be regulated.

  In this case, although an impact force is generated between the engine position restricting portion 136 and the abutting side wall portion 123a to generate a loud sound or vibration, the displacement of the engine EG (see FIG. 1) can be restricted. Therefore, the engine EG can be prevented from colliding with the vehicle body frame BF (see FIG. 1).

  As shown in FIG. 11, the holding groove 138 is formed so that the held portion 146 of the rubber stopper member 140 (see FIG. 9A) is connected to the main body protruding portion 2 a of the liquid-filled vibration isolator 110 (see FIG. 3). Are provided with an inner opening 138a and an outer opening 138b, and a plurality of (this embodiment) are provided on the bounce surface 133a of the press-fitting ring portion 133. There are four).

  As shown in FIG. 13, the inner opening 138a is an opening on the liquid ball press-fitting hole 139, and the outer opening 138b is an opening on the holding portion stopper surface 133h.

  Further, the thickness dimension T4 of the inner opening 138a is set to a dimension value larger than the thickness dimension T5 of the outer opening 138b (T5 <T3), and the rubber stopper member 140 (see FIG. 9A) is held. The portion 146 is inserted from the outer opening 138b side of the holding groove 138 to the inner opening 138a side.

  Here, in the first embodiment, as shown in FIG. 13, the space between the holding groove 138 and the main body protruding portion 2a of the held portion 146 of the rubber stopper member 140 (see FIG. 9A). (See FIG. 9A), when the sandwiched portion 146 is sandwiched between the main body protruding portion 2a and the sandwiching groove 138, Since the portion on the distal end side of the holding portion 146 is larger than the thickness dimension T5 of the outer opening 138b, it is difficult to come out from the outer opening 138b, and the retaining effect can be exhibited.

  Further, as shown in FIG. 11, the holding groove 138 is disposed outside the liquid ball press-fitting hole 139, and as shown in FIG. 12, the inner opening 138a of the inner opening 138a is secured in order to ensure the dimension value of the press-fitting allowance T6. It becomes difficult to increase the thickness dimension T4 (dimension in the direction of arrow UD in FIG. 12).

  Therefore, the tensile strength of the held portion 146 is reduced. Therefore, the held portion 146 is configured in a plate shape having a large width dimension (dimension value in the direction of the arrow LR in FIG. 12) in order to ensure the tensile strength. However, in the plate-like configuration, it is difficult to ensure rigidity, and since the rigidity is low, the held portion 146 may be deformed by its own weight.

  Here, when the sandwiched portion 146 is disposed in the sandwiching groove 138, the sandwiched portion 146 is deformed by its own weight. Therefore, the sandwiched portion 146 may not be inserted into the sandwiching groove 138 and may ride on the outer surface 133a. is there.

  In this case, when the liquid-filled vibration isolator 110 is inserted into the liquid ball press-fitting hole 139 with the held portion 146 riding on the outer surface 133a, the main body of the outer surface 133a and the second mounting bracket 2 is projected. The sandwiched portion 146 is sandwiched between the portion 2a, and the pressure allowance for the liquid ball press-fitting hole 139 of the liquid filled vibration isolator 110 is insufficient. The problem of falling out of it occurs.

  Here, in the first embodiment, as shown in FIG. 12, the reinforcing portion 133g includes a positioning groove 137 having a height T7 of about 5 times or more the thickness dimension T5 in the axial center O direction, as will be described later. Yes. Therefore, the positioning protrusion 145 of the rubber stopper member 140 can also be configured to have a height T7 in the axis O direction.

  Therefore, the rigidity of the positioning protrusion 145 can be improved and deformation can be prevented. As a result, the positioning protrusion 145 can be engaged with the positioning groove 137 to position the rubber stopper member 140 with respect to the engine side bracket 130.

  As described above, in the first embodiment, since the reinforcing portion 133g has the positioning groove 137, the positioning protrusion 145 is fitted into the positioning groove 137, so that the position of the rubber stopper member 140 relative to the engine side bracket 130 is increased. It is possible to prevent the held portion 146 from riding on the outer surface 133a. Therefore, the press-fitting allowance of the liquid-filled vibration isolator 110 can be prevented from being insufficient, and the liquid-filled vibration isolator 110 can be securely fixed to the liquid ball press-fitting hole 139.

  As shown in FIG. 12, the reinforcing portion 133g protrudes from the mounting portion 132 and is coupled to a portion on the rebound side (arrow U direction side in FIG. 12) of the holding portion 133f, and includes a rebound surface 133b and a reinforcing portion stopper. A surface 133i, a notch 133e, and a positioning groove 137 are provided.

  The rebound surface 133b is a flat surface disposed to face the contact surface 124a1 of the upper surface portion 124 (see FIG. 5) in the assembled state of the liquid-filled vibration isolator unit 100. Further, as shown in FIG. 12, the reinforcing portion stopper surface 133i is a pair of flat surfaces connected to the rebound surface 133b, and as shown in FIG. 10, the holding portion 133f is accelerated (arrow B side in FIG. 10). And on the deceleration side (arrow F side in FIG. 10). Further, the reinforcing portion stopper surface 133i is disposed to face the contact surface 123a1 of the contact side wall portion 123a (see FIG. 5).

  The positioning groove 137 is a part that determines the mounting position of the rubber stopper member 140 with respect to the engine side bracket 130, and as shown in FIG. 10, the mounting portion 132 side (the arrow in FIG. 10) from the axis O of the liquid ball press-fitting hole 139. L side), and one recess is provided on each side of the liquid ball press-fitting hole 139 (both sides in the direction of arrow FB in FIG. 10).

  As shown in FIGS. 10 and 12, the positioning groove 137 is recessed in the reinforcing portion stopper surface 133i, and has openings in the rebound surface 133b and the reinforcing portion stopper surface 133i. Therefore, the positioning protrusion 145 of the rubber stopper member 140 can be fitted from either the rebound surface 133b side (front side in FIG. 10) or the stopper surface 133c side (front side in FIG. 12).

  Therefore, the assembling property of the positioning protrusion 145 to the positioning groove 137 can be improved. As a result, the manufacturing cost of the liquid-filled vibration isolator unit 100 can be reduced, and the product cost of the liquid-filled vibration-proof device unit 100 can be reduced.

  On the other hand, for example, when the weight of the bracket attached to the engine increases, the resonance point shifts to the low frequency region, which adversely affects the vibration isolation performance of the liquid filled type vibration isolator attached to the bracket. In particular, in the case of a structure in which the engine is supported in a cantilever manner with the bracket as a fixed point, even if the same weight increase, the weight increase on the liquid-filled vibration isolator side is more than the weight increase on the engine side. The degree of influence on the anti-vibration performance of the liquid-sealed anti-vibration device is large.

  Here, according to the first embodiment, since the engine EG (see FIG. 1) is supported in a cantilever manner with the mounting portion 132 of the engine side bracket 130 as a fixed point, the mounting portion of the engine side bracket 130 is provided. Since the weight increase on the liquid ball press-fitting hole 139 side (the side opposite to the mounting portion 132 side) shifts the resonance point of the engine side bracket 130 to a lower frequency region than the weight increase on the 132 side, the vibration isolation performance is further improved. Adversely affected.

  Here, according to the first embodiment, the positioning groove 137 is recessed in the portion of the reinforcing portion 133g on the mounting portion 132 side (arrow L side in FIG. 10) from the axis O of the liquid ball press-fitting hole 139. . Therefore, when the strength is insufficient due to the recess, if the build-up is the same weight, the resonance is greater than when the build-up is on the liquid ball press-fitting hole 139 side (the opposite side to the mounting portion 132 side) of the reinforcing portion 133g. It is possible to suppress the low frequency of the point.

  Therefore, the positioning groove 137 is recessed in the reinforcing portion 133g to position the rubber stopper member 140, and even if the weight of the reinforcing portion 133g is increased to compensate for the strength reduction due to the recess, the liquid-filled type An adverse effect on the vibration isolation performance of the vibration device 110 can be suppressed.

  Further, as shown in FIGS. 12 and 13, the positioning groove 137 is connected to the straight portion 137a connected to the rebound surface 133b and the end portion of the straight portion 137a on the bounce surface 133a side (direction of arrow D in FIG. 12). And a tapered portion 137b.

  Note that the dimension of the positioning groove 137 in the bounding direction and the rebounding direction (the arrow UD direction in FIG. 12) and the combined dimension of the straight portion 137a and the tapered portion 137b is set to the height T7. The height T7 is set to a dimension value of about 3 to about 5 times the thickness dimension T4 of the outer opening 138b described above. Therefore, as described above, it is possible to ensure the rigidity of the positioning protrusion 145 configured in a shape corresponding to the shape of the positioning groove 137 while minimizing the strength reduction of the reinforcing portion 133g.

  As shown in FIGS. 12 and 13, the straight portion 137a is formed in a straight line when viewed from the side (viewed in the vertical direction in FIG. 12) and viewed from the front (viewed in the vertical direction in FIG. 13). The taper portion 137b has a width (dimension in the arrow LR direction in FIG. 12) and a depth (arrow in FIG. 13) toward the bound surface 133a in a side view (view in the vertical direction in FIG. 12) and a front view (view in the vertical direction in FIG. 13). It is formed in a taper shape in which the dimension in the FB direction is narrow.

  The end portion on the bounce surface 133a side (the end portion on the arrow D side in FIGS. 12 and 13) of the tapered portion 137b is the end portion on the bounce surface 133a side (the side on the arrow U side in FIGS. 12 and 13) of the engine position restricting portion 136 described above. It is disposed at a distance T3 from the end) to the rebound side.

  The engine position restricting portion 136 described above is a portion that abuts against the abutting side wall portion 123a (see FIG. 5) via the holding portion stopper surface portion 140d of the rubber stopper member 140 (see FIG. 5). When abutting against the abutting side wall 123a, the position between the engine position restricting portion 136 of the press-fitting ring portion 133 and the mounting portion 132 attached to the engine EG (see FIG. 1) with the bolt B2 is between. An impact force is generated at the site.

  Therefore, strength is required for a portion between the engine position restricting portion 136 and the attachment portion 132. Further, the required strength is set to be greater as it is closer to the engine position restricting portion 136.

  Here, in 1st Embodiment, the taper part 137b is arrange | positioned in the position near the engine position control part 136 rather than the straight part 137a, and the taper part 137b is the engine position control part 136 side (FIG. 12 and FIG. 13 arrow D). Since the tip is tapered in the direction toward the side, the positioning groove 137 can be provided and the strength of the press-fitted ring portion 133 can be ensured.

  As shown in FIGS. 12 and 13, the end of the taper portion 137b on the bounce surface 133a side (the end on the arrow D side in FIGS. 12 and 13) is the end of the engine position regulating portion 136 on the rebound surface 133b side. Since it is disposed at the position of the distance T3 on the rebound side from the arrow U side end portion (FIGS. 12 and 13), in the bounce direction and the rebound direction of the press-fitted ring portion 133 (arrow UD direction in FIGS. Further, it is possible to prevent the thickness of the portion from the engine position restricting portion 136 to the distance T3 from being reduced, and to secure the strength of the press-fitted annular portion 133.

  In addition, the straight portion 137a includes a wall surface 137a1 that is parallel to the axis O as shown in FIG.

  For example, when the straight portion 137a is omitted, the positioning protrusion 145 (see FIG. 9A) of the rubber stopper member 140 can be locked by the tapered portion 137b. In this case, since the tapered portion 137b is formed in a tapered shape that spreads toward the rebound surface 133b side (the end portion on the arrow U side in FIG. 12), the rubber bumper member 140 repeatedly contacts the vehicle body side bracket 120, so that the positioning bump When the portion 145 is repeatedly pressed against the tapered portion 137b, the rubber stopper member 140 is pushed up to the rebound side (arrow U side in FIG. 12) due to the taper shape spreading toward the rebound surface 133b side, whereby the rubber stopper member 140 is pulled. There arises a problem that durability is lowered.

  Here, in the first embodiment, since the positioning groove 137 includes the straight portion 137a, when the positioning projection 145 is pressed against the tapered portion 137b, the positioning projection 145 is also pressed against the wall surface 137a1. .

  Since the straight portion 137a has a wall surface 137a1 parallel to the axis O, the positioning projection 145 is pressed against the tapered portion 137b, and the rubber stopper member 140 is moved to the rebound side (arrow U side in FIG. 12). When trying to do so, the positioning projection 145 is pressed against the wall surface 137a1 parallel to the axis O, thereby providing resistance to movement to the rebound side (arrow U side in FIG. 12).

  Therefore, by reducing the degree to which the rubber stopper member 140 is pushed up to the rebound side (arrow U side in FIG. 12), the degree to which the rubber stopper member 140 is pulled can be reduced to improve the durability.

  Here, with reference to FIG.9 and FIG.12, the force which acts on the rubber stopper member 140 is demonstrated.

  In the first embodiment, the sandwiched portion 146 is sandwiched and fixed between the sandwiching groove 138 and the main body projecting portion 2a (see FIG. 5), and the stopper projecting rubber portion 141 is attached to the contact surface 123a1. When the engine-side bracket 130 is displaced in the bounce direction when abutting, the holding portion stopper surface portion 140d and the reinforcement portion stopper surface portion 140e are located in the reband direction (FIG. a) A pulling force in the direction of arrow U) is applied. Therefore, it is necessary to make it thick to ensure strength.

  Here, as shown in FIG. 12, the positioning groove 137 of the first embodiment is disposed at a position in the rebound direction (in the direction of arrow U in FIG. 12) from the holding groove 138, and is viewed in the rebound direction (FIG. 12). As viewed in the direction of the arrow U), they are arranged in an overlapping manner.

  That is, as shown in FIG. 9B, the positioning protrusion 145 fitted in the positioning groove 137 is rebounded from the held portion 146 fitted in the holding groove 138 (FIG. 9B, arrow U direction). ) And are disposed so as to overlap each other as viewed in the rebound direction (viewed in the direction of arrow U in FIG. 9B).

  Therefore, the thickness of the part on the rebound side from the held portion 146 can be secured. As a result, the durability of the reinforcing portion stopper surface portion 140e is improved, and the durability of the rubber stopper member 140 can be improved.

  As shown in FIGS. 10 and 12, the notch 133 e includes a pair of vertical surfaces 133 e 1, a horizontal surface 133 e 2, and a pair of concave surfaces 133 e 3. The vertical surface 133e1 is configured as a flat surface parallel to the axis O of the liquid ball press-fitting hole 139, and the horizontal surface 133e2 is configured as a flat surface orthogonal to the axis O of the liquid ball press-fitting hole 139. The concave surface 133e3 is configured as a concave curved surface on the attachment portion 132 side (arrow R side in FIG. 12), and connects the vertical surface 133e1 and the horizontal surface 133e2.

  That is, as shown in FIG. 12, the reinforcing portion 133g has a shape that is cut out from the rebound surface 133b to the distal end surface 133d, and is on the opposite side of the mounting portion 132 in both side end portions of the reinforcing portion 133g ( The height dimension (dimension value in the arrow UD direction in FIG. 12) of the end portion on the arrow R direction side in FIG. 12 is small.

  Therefore, the weight of the reinforcing portion 133g can be reduced by the amount notched by the notch 133e, and the weight of the liquid-filled vibration isolator unit 100 as a whole can be reduced. Further, since the material used for the engine-side bracket 130 can be reduced by the amount cut by the notch 133e, the material cost can be suppressed and the product cost of the liquid-filled vibration isolator unit 100 can be reduced. be able to.

  Here, according to the first embodiment, since the engine EG is supported in a cantilever manner with the mounting portion 132 of the engine side bracket 130 as a fixed point, the liquid ball press-fitting hole 139 side of the engine side bracket 130 ( If the side opposite to the attachment portion 132 side becomes heavy, the resonance point of the engine-side bracket 130 shifts to a low frequency region, which has a problem of adversely affecting the vibration isolation performance.

  On the other hand, since the notch 133e is formed at the end of the reinforcing part 133g and at the end of the liquid ball press-fitting hole 139, the liquid part press-fitting hole 139 side of the reinforcing part 133g is lightweight. Can be As a result, it is possible to efficiently increase the frequency of the resonance point of the engine-side bracket 130 and reliably suppress adverse effects on the dynamic characteristics of the liquid-filled vibration isolator 110.

  Similarly, according to the first embodiment, since the engine EG is supported in a cantilever manner with the mounting portion 132 of the engine side bracket 130 as a fixed point, the liquid ball press-fitting hole 139 side of the reinforcing portion 133g. The portion on the liquid-filled vibration isolator 110 or the portion located on the opposite side of the attachment portion 132 from the liquid-filled vibration isolator 110 supports the engine EG. It becomes a part which does not require the strength to do.

  Therefore, the engine EG is supported by providing a notch 133e at a part of the reinforcing part 133g, which is a part on the liquid-filled vibration isolator 110 or a part away from the mounting part 132 from the liquid ball press-fitting hole 139. Therefore, the weight of the reinforcing portion 133g can be reduced without reducing the strength. Therefore, it is possible to reduce the weight of the engine-side bracket 130 by reducing the durability of the engine-side bracket 130 and to reduce the weight of the liquid-filled vibration isolator unit 100 as a whole. it can.

  Further, as shown in FIG. 10, the notch 133e is formed in an arc shape when viewed from above (viewed in the vertical direction in FIG. 10), and the vertical surface 133e1 is on the tip surface 133d side of the engine position restricting portion 136 (FIG. 10). The reinforcing portion 133g extends beyond the engine position restricting portion 136 and is formed on the tip end surface 133d side from the end portion in the direction of arrow R).

  Therefore, the reinforcing portion 133g can reinforce the engine position restricting portion 136 and the reinforcing portion 133g is cut out by the cutout portion 133e, so that the weight of the reinforcing portion 133g can be reduced. .

  As described above, the engine position restricting portion 136 is a portion that comes into contact with the side wall portion 123 (see FIG. 5) by sudden acceleration, sudden deceleration, or the like, and is a portion that requires strength. Here, in the first embodiment, by setting the center angle θ2 to about 120 degrees, the vertical surface 133e1 is more distal than the end of the engine position restricting portion 136 on the distal end surface 133d side (the arrow R direction in FIG. 10). The reinforcing portion 133g extends beyond the engine position restricting portion 136, and is formed on the 133d side.

  In the first embodiment, it is preferable that the central angle θ2 is 90 degrees or more and 120 degrees or less. If it is less than 90 degrees, the amount of material to be reduced is small and the weight reduction degree is small. On the other hand, if it is more than 120 degrees, the weight reduction degree is large but it is difficult to ensure strength. It is. Furthermore, the center angle θ2 is preferably 110 degrees or more and 120 degrees or less. In this case, the balance between weight and strength can be made suitable.

  Next, the positional relationship between the positioning groove 137 and the stopper rebound side rubber portion 142 of the rubber stopper member 140 will be described with reference to FIG.

  FIG. 14 is a top view of the engine side bracket 130 showing a state in which the liquid-filled vibration isolator 110 and the rubber stopper member 140 are attached to the engine side bracket 130. As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  As shown in FIG. 14, the positioning grooves 137 are arranged at different positions with respect to the stopper rebound side rubber portion 142 when the engine side bracket 130 is viewed from the top (viewed in the direction perpendicular to the paper surface of FIG. 14). That is, only the rebound surface 133b is disposed on the lower side in the vertical direction of the stopper rebound side rubber portion 142 (the back side in FIG. 14).

  As shown in FIG. 14, the positioning groove 137 has an opening in the rebound surface 133b. For example, the positioning groove 137 is a stopper rebound side rubber in the top view of the engine side bracket 130 (viewed in the vertical direction in FIG. 14). When the position is overlapped with respect to the portion 142, the engine side bracket 130 moves in the rebound direction (front side in FIG. 14), and the contact surface 124a1 of the vehicle body side bracket 120 (see FIG. 5). Then, the rebound surface 133b of the engine side bracket 130 (see FIG. 5) clamps the stopper rebound side rubber portion 142 of the rubber stopper member 140. In that case, the stopper rebound-side rubber portion 142 cannot be supported by the opening formed by the positioning groove 137 on the rebound surface 133b.

  That is, as the opening of the positioning groove 137 is disposed on the rebound surface 133b, the area for receiving the impact force transmitted from the stopper rebound side rubber portion 142 is reduced, and the pressure applied to the rebound surface 133b increases. There arises a problem that the durability of the side bracket 130 is lowered.

  On the other hand, in the first embodiment, since the opening of the positioning groove 137 is not arranged on the lower side in the vertical direction of the stopper rebound side rubber portion 142 (the back side in FIG. 14), the opening of the positioning groove 137 is not provided. Compared with the case where is provided, the pressure acting on the rebound surface 133b of the reinforcing portion 133g can be reduced. Therefore, the durability of the engine side bracket 130 can be improved.

  Further, as described above, since the stopper rebound side rubber portion 142 cannot be supported by the opening of the positioning groove 137, the portion that is not held between the contact surface 123a1 and the outer side surface 133b on the stopper rebound side rubber portion 142. Occurs. As a result, there arises a problem that the pressure distribution acting on the stopper rebound side rubber portion 142 becomes non-uniform.

  On the other hand, in the first embodiment, since the opening of the positioning groove 137 is not disposed on the lower side in the vertical direction of the stopper rebound side rubber part 142 (the back side in FIG. 14), the stopper rebound side rubber part. A pressure can be applied uniformly to 142. Therefore, the consumption (wear and property change) of the stopper rebound side rubber portion 142 can be made uniform, and the durability of the rubber stopper member 140 can be improved.

  Next, a state in which the liquid-filled vibration isolator unit 100 is connected to the vehicle body frame BF and the engine EG will be described with reference to FIG. FIG. 15 is a cross-sectional view of the liquid filled type vibration isolator unit 100 showing a state where the liquid filled type vibration isolator unit 100 is connected to the vehicle body frame BF and the engine EG.

  As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  As shown in FIG. 15, the weight of the engine EG is applied to the engine-side bracket 130, and the liquid-filled vibration isolator 110 is pressed to the vehicle body frame BF side (the arrow D direction side in FIG. 15).

  As described above, the liquid-filled vibration isolator 110 mainly includes the first mounting bracket 1, the second mounting bracket 2, and the vibration isolation base 3 made of a rubber-like elastic body. The base 3 connects the first mounting bracket 1 and the second mounting bracket 2. The second mounting bracket 2 is press-fitted inside the press-fitting ring portion 133 of the engine side bracket 130, and the first mounting bracket 1 is fastened to the vehicle body side bracket 120.

  Therefore, when the weight of the engine EG is applied to the engine side bracket 130, the second mounting bracket 2 is pressed toward the first mounting bracket 1 and the vibration-proof base 3 is elastically deformed.

  As a result, the rubber stopper member 140 attached to the press-fitting ring portion 133 of the engine side bracket 130 is separated from the upper surface portion 124 of the vehicle body side bracket 120. As described above, the rubber stopper member 140 is separated from the upper surface portion 124 so that a space is formed between the rubber stopper member 140 and the upper surface portion 124.

  The space between the rubber stopper member 140 and the upper surface portion 124 is a space for the engine EG to be displaced in the rebound direction (arrow U direction in FIG. 15), and the dimension value in the vertical direction of the space (arrow UD direction in FIG. 15). Is the rebound stroke RS.

  The rubber stopper member 140 includes a stopper bound side rubber portion 144 having a rectangular cross-sectional view. The stopper bound side rubber portion 144 is disposed on the body frame BF side (the arrow D direction side in FIG. 15) of the press-fit ring portion 133, and the main body protruding portion 2a of the second mounting bracket 2 is pressed into the press-fit ring portion. It is sandwiched between the lower surface of 133.

  Further, a space is formed between the lower surface 144a1 of the stopper bound side rubber portion 144 and the contact surface 123b1 of the thick side wall portion 123b in a state where the weight of the engine EG is not applied to the engine side bracket 130. Even when the weight of the engine EG is applied to the engine side bracket 130 (stationary state), the formation of the space is maintained.

  The space between the lower surface 144a1 of the stopper bound side rubber portion 144 and the contact surface 123b1 of the thick side wall portion 123b is a space for the engine EG to be displaced in the bound direction (arrow D direction in FIG. 15). The dimension value in the vertical direction (arrow D direction in FIG. 15) is the bound stroke BS.

  Here, the durability of the vibration-proof substrate 3 will be described. The anti-vibration base 3 is made of a rubber-like elastic body, and is a member that is elastically deformed by a compression force, a tensile force, or the like. The rubber-like elastic body has a feature that the deterioration progresses by repeating the elastic deformation. In particular, the elastic deformation due to the tensile force promotes the deterioration as compared with the elastic deformation due to the compressive force. Therefore, in order to improve the durability of the vibration isolating base 3, it is necessary to reduce elastic deformation due to the pulling force.

  Here, in the liquid filled type vibration isolator unit 100 according to the first embodiment, pre-compression is applied to the vibration isolation base 3 to reduce elastic deformation due to a tensile force. That is, it is necessary to compress the anti-vibration base 3 even in a state where the weight of the engine EG is not applied so that the anti-vibration base 3 can always be used in a compressed state.

  Specifically, in a state where the liquid-filled vibration isolator 110, the engine side bracket 130, and the rubber stopper member 140 are assembled and no force is applied to the vibration isolator base 3, From the fastening seating surface 14 of the mounting bracket 1 (the mounting surface to the bottom portion 122 of the vehicle body side bracket 120) to the tip of the stopper rebound side rubber portion 142 of the rubber stopper member 140 (the part farthest from the first mounting bracket 1). The free length H1 that is the dimension is set to be larger than the regulation frame length H2 (see FIG. 17A) that is the dimension from the upper surface portion 124 (contact surface 124a1) of the vehicle body side bracket 120 to the upper surface 122a of the bottom surface portion 122. .

  In this way, the free length H1 is set longer than the regulation frame length H2, so that the liquid filled type vibration isolator 110 is attached to the engine side bracket 130 and the vehicle body side bracket 120 (the weight of the engine EG is applied). Pre-compression is applied to the anti-vibration substrate 3.

  Therefore, since the vibration isolating base 3 is deformed while suppressing the pulling force as much as possible, it is possible to suppress the deterioration of the vibration isolating base 3 and improve the durability of the liquid filled type vibration isolator unit 100.

  Next, an assembly process of the liquid-filled vibration isolator unit 100 will be described with reference to FIGS. 16 is a cross-sectional view of the first mounting bracket 1 taken along line XVI-XVI in FIG. As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  FIG. 17 is a side view showing the liquid-filled vibration isolator unit 100 assembled according to the assembly sequence of the liquid-filled vibration-proof device unit 100, and FIG. FIG. 17 is a side view of the liquid-filled vibration isolator unit 100 before assembly showing a state in which the vibration-proof base 3 of the liquid-filled vibration-proof device 110 is not deformed by being assembled to the engine-side bracket 130. FIG. 17B is a side view of the liquid-filled vibration isolator unit 100 before assembly showing a state in which the vibration isolator base 3 is compressed by the mounting jig, and FIG. 17C is a compressed vibration isolator base. FIG. 17 is a side view of the liquid-filled vibration isolator unit 100 before assembling, showing a state where 3 is conveyed to the inside of the vehicle body side bracket 120, and FIG. 17 (d) is an assembled liquid-filled vibration isolator unit. 10 It is a side view of.

  As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  The assembly process of the liquid-filled vibration isolator unit 100 includes a liquid-filled vibration-proof device assembly process for assembling the liquid-filled vibration-proof device 110 and a liquid-filled vibration-proof device assembled in the liquid-filled vibration-proof device assembly process. An integration process in which the vibration device 110 is press-fitted and fixed to the engine-side bracket 130, and the liquid-filled vibration isolator 110 integrated with the engine-side bracket 130 in the integration process includes the upper surface portion 124 and the bottom surface of the vehicle body-side bracket 120. A first fitting 1 of the liquid filled type vibration damping device 110 fitted between the upper surface portion 124 and the bottom surface portion 122 of the vehicle body side bracket 120 in the fitting step. And a fastening step of fastening and fixing to the portion 122.

  In the integration process, the liquid-filled vibration isolator 110 assembled in the liquid-filled vibration isolator assembly process is press-fitted and fixed to the press-fitting ring portion 133 of the engine-side bracket 130 and is integrated with the engine-side bracket 130. A rubber stopper member 140 is attached to the liquid-filled vibration isolator 110 integrated therewith.

  Further, in the fitting step, the engine-side bracket 130 is supported by sandwiching the mounting portion 132 from the vertical direction (FIG. 17 (a) arrow UD direction) by the first mounting jig G1 and the second mounting jig G2. 3. A support process for supporting the liquid-filled vibration isolator 110 by bringing the 3 mounting jig G3 into contact with the holding surface 13 of the first mounting bracket 1, and a first mounting jig for supporting the engine side bracket 130 in the supporting process. G1 and the second mounting jig G2 and the third mounting jig G3 that supports the liquid-filled vibration isolator 110 approach each other to reduce the overall length of the liquid-filled vibration isolator 110, and the compression process And an arrangement step of disposing the liquid-filled vibration isolator 110 whose overall length is shortened in the process between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120.

  In addition, the liquid-filled vibration isolator assembly process includes the first mounting bracket 1 to the third attachment of the liquid-filled vibration isolator 110 disposed between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120 in the placement step. From the engine side bracket 130 to which the liquid filled type vibration isolator 110 disposed between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120 is attached by the extraction step of extracting the jig G3 and the placement step. A fixing release step of releasing the fixing by removing the mounting jig G1 and the second mounting jig G2.

  In the present embodiment, the first mounting bracket 1 of the liquid-filled vibration isolator 110 is fastened and fixed (finally tightened) to the bottom surface portion 122 with the bolt B3 (see FIG. 5), and then the extraction step is performed.

  As shown in FIG. 17A, in the supporting step, the first mounting jig G1 and the second mounting jig G2 are disposed on the engine side bracket 130 side (the arrow L direction side in FIG. 17A), and the vehicle body A third mounting jig G3 is disposed on the side bracket 120 side (the arrow R direction side in FIG. 17A).

  The first mounting jig G1 includes a plurality of (three in the present embodiment) contact surfaces configured in a circular shape, and is configured in a cylindrical shape having the same axis as the axis of the contact surfaces. A plurality of pins (three in this embodiment) are provided.

  Since these plural (three in this embodiment) pins are respectively inserted into the first through hole 131a, the second through hole 131b, and the third through hole 131c, it is possible to prevent the engine side bracket 130 from falling down during assembly. Can do. The plurality (three in this embodiment) of the contact surfaces are in contact with the seat surface 134a, the seat surface 134b, and the seat surface 134c, respectively.

  Similarly, the second mounting jig G2 includes a plurality of (three in the present embodiment) contact surfaces configured in a circular shape, and has a cylindrical shape having the same axis as the axis of the contact surfaces. A plurality of (three in this embodiment) pins are provided.

  The plurality of pins (three in this embodiment) are inserted into the first through hole 131a, the second through hole 131b, and the third through hole 131c, respectively, so that the engine side bracket 130 is prevented from falling during assembly. Can do.

  The plurality (three in this embodiment) of the contact surfaces are in contact with the attachment surface 135a, the attachment surface 135b, and the attachment surface 135c, respectively.

  Here, the seating surfaces 134a, 134b, 134c and the mounting surfaces 135a, 135b, 135c are respectively extended from the openings on both sides of the through holes 131a, 131b, 131c, and are arranged in parallel to each other. It is firmly fixed by the first mounting jig G1 and the second mounting jig G2. Therefore, the inclination of the pin inserted in each through-hole 131a, 131b, 131c can further be suppressed.

  Therefore, the engine side bracket 130 is firmly clamped and fixed by the first mounting jig G1 and the second mounting jig G2. As a result, the compression process for lowering the overall height of the liquid-filled vibration isolator 110 can be stably performed, so that the workability when pre-compression is applied to the vibration isolator base 3 can be improved.

  Further, the third mounting jig G3 is formed in a state in which the tip portion is formed in a U shape and the U-shaped opening is directed in the insertion direction, and a pair of flat surfaces facing each other inside the U shape. And a contact surface which is a pair of flat surfaces arranged in parallel.

  The third mounting jig G3 is inserted through the frame of the vehicle body side bracket 120, and is guided by the positioning surface 12 with the pair of guide surfaces sandwiching the pair of positioning surfaces 12 described above. Then, the U-shaped bottom is brought into contact with the first mounting bracket 1 to determine the insertion position. Therefore, the mounting accuracy of the third mounting jig G3 is improved.

  That is, since the positioning surface 12 is a surface orthogonal to the insertion direction of the third attachment jig G3 (the arrow LR direction in FIG. 17A), the insertion direction of the third attachment jig G3 (the arrow in FIG. 17A). The mounting accuracy of the third mounting jig G3 orthogonal to the (LR direction) is improved.

  The pair of positioning surfaces 12 are parallel to each other, and are arranged so as to be parallel to the insertion direction of the third attachment jig G3 (the direction of the arrow LR in FIG. 17A). Therefore, the mounting accuracy of the third mounting jig G3 orthogonal to the insertion direction of the third mounting jig G3 (the direction of the arrow LR in FIG. 17A) is improved.

  Thereafter, the contact surfaces that are a pair of flat surfaces are brought into contact with the clamping surface 13. As described above, after the first attachment jig G1 and the second attachment jig G2 are attached to the engine side bracket 130 and the third attachment jig G3 is attached to the liquid-filled vibration isolator 110 in the support process, Move to compression process.

  In addition, according to 1st Embodiment, since the clamping surface 13 formed in the 1st attachment bracket 1 is formed in the 2nd attachment bracket 2 side rather than the fastening seating surface 14, it is a vehicle body side bracket. The rigidity of 120 can be ensured, and the durability of the liquid-filled vibration isolator unit 100 as a whole can be improved.

  That is, for example, when the clamping surface 13 and the fastening seat surface 14 are formed on the same surface of the first mounting bracket 1, the third mounting jig G <b> 3 is used to pre-compress the liquid-filled vibration isolator 110. In order to secure a space for insertion, a part of the bottom surface portion 122 of the vehicle body side bracket 120 needs to be retracted (depressed), and along with its shape change, the rigidity strength of the vehicle body side bracket 120 decreases, The durability is reduced.

  In particular, the vehicle body side bracket 120 is a part that receives a load input at the time of stopper action, and the bottom surface part 122 is a part that receives a load in the bending direction when the load is input in the rebound direction in addition to the load input in the roll direction. Therefore, the shape change of the bottom surface portion 122 greatly affects the durability.

  Therefore, as in the first embodiment, the receiving surface of the first mounting bracket 1 is configured to recede from the fastening seat surface, so that the change in the shape of the bottom surface portion 122 is reduced, thereby improving the durability of the vehicle body side bracket 120. The durability of the liquid-filled vibration isolator unit 100 as a whole can be efficiently ensured.

  In the compression process, as shown in FIG. 17B, the first mounting jig G1, the second mounting jig G2, and the third mounting jig G3 reduce the distance between them (FIG. 17B, arrow UD). Displace inward). Therefore, the vibration isolator base 3 is compressed and the total length of the liquid-filled vibration isolator 110 (dimension in the direction of the arrow UD in FIG. 17B) is reduced to a dimension equal to or less than the regulation frame length H2.

  Here, since the clamping surfaces 13 are disposed on both sides of the bolt fastening hole 11 having the same axis as the axis O of the liquid-filled vibration isolator 110, the tilt of the liquid-filled vibration isolator 110 is inclined. And the liquid filled vibration isolator 110 can be compressed while being kept stable.

  In the placement step, as shown in FIG. 17C, the total length of the liquid-filled vibration isolator 110 (the dimension in the direction of the arrow UD in FIG. The liquid-filled vibration isolator 110 and the engine side bracket 130 are conveyed between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120, and the first attachment jig G1, the second attachment jig G2, and the third attachment. The jig G3 is displaced in a direction in which the distance between the jigs G3 is increased (the direction outward from the arrow UD in FIG. 17B). Then, the first mounting bracket 1 contacts the upper surface 122a, and the stopper rebound side rubber portion 142 of the rubber stopper member 140 contacts the contact surface 124a1. That is, in the arrangement step, the position of the liquid filled type vibration isolator 110 is regulated by the frame (the upper surface portion 124 and the bottom surface portion 122) of the vehicle body side bracket 120.

  In the arranging step, when the liquid-filled vibration isolator 110 is arranged between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120, the bolt through hole 122c of the bottom surface portion 122 and the bolt fastening of the first mounting bracket 1 are fastened. The position with the hole 11 is adjusted.

  When the positions of the bolt through holes 122c of the bottom surface portion 122 and the bolt fastening holes 11 of the first mounting bracket 1 are aligned by this arranging step, the fastening step is then performed. In this fastening process, the bolt B3 (see FIG. 5) is inserted into the through hole of the bottom surface portion 122, and the bolt B3 (see FIG. 5) is screwed into the bolt fastening hole 11 of the first mounting bracket 1 (finally tightened). The first mounting bracket 1 is fastened and fixed to the bottom surface portion 122 of the vehicle body side bracket 120.

  When the first mounting bracket 1 is fastened and fixed to the bottom surface portion 122 by the fastening process, a sampling process is then performed. In the sampling step, the direction in which the third mounting jig G3 is separated from the liquid-filled vibration isolator 110 from the first mounting bracket 1 fastened and fixed to the vehicle body side bracket 120 (bottom surface portion 122) (arrow in FIG. 12 (c)). (R direction). In the unlocking process, after the third mounting jig G3 is extracted from the first mounting bracket 1, the first mounting jig G1 and the second mounting jig G2 that have fixed the engine side bracket 130 are separated from each other ( It moves to FIG.12 (c) arrow UD direction, and fixation of the engine side bracket 130 is cancelled | released. Thus, the assembly of the liquid filled type vibration isolator unit 100 is completed.

  As described above, the free length H1 of the liquid-filled vibration isolator 110 is set to be longer than the regulation frame length H2 that is the distance between the upper surface portion 124 (contact surface 124a1) and the bottom surface portion 122 (upper surface 122a1). Therefore, the state where pre-compression is applied to the vibration-proof base 3 is maintained.

  That is, when the liquid-filled vibration isolator 110 is displaced within the frame of the vehicle body side bracket 120 (between the contact surface 124a1 and the upper surface 122a1), the vibration isolator base 3 is always in a state where precompression is applied. Become. Therefore, since the vibration isolating base 3 can be deformed while suppressing the pulling force as much as possible, the deterioration of the vibration isolating base 3 can be suppressed and the durability of the liquid filled type vibration isolator unit 100 can be improved.

  For example, when the vehicle body side bracket 120 is configured to be divided into upper and lower parts that can be fastened with bolts (a structure in which the bottom surface portion 122 and the upper surface portion 124 are separated), the liquid-filled vibration isolator 110 is replaced with the bottom surface portion 122. The liquid-filled vibration isolator 110 can be assembled by fastening the bottom surface portion 122 and the top surface portion 124 between the upper surface portion 124 and the upper surface portion 124.

  However, a member for fastening (bolt or the like) or processing (bolt hole or the like) is required, which increases the number of parts and increases the labor of assembly, increasing the product cost of the liquid-filled vibration isolator unit 100.

  Here, in the first embodiment, since the vehicle body side bracket 120 is configured as an integral structure, there is no need for a fastening member (bolt or the like) or processing (bolt hole or the like), an increase in the number of parts, and labor of assembly. Increase and decrease. Therefore, it is possible to obtain an effect of reducing the component cost and an effect of reducing the assembly cost, and as a result, it is possible to reduce the product cost of the liquid filled type vibration isolator unit 100.

  According to the first embodiment, the vehicle body side bracket 120 connected to the vehicle body frame BF side includes the bottom surface portion 122 to which the first mounting bracket 1 of the liquid-filled vibration isolator 110 is fastened and fixed to the bottom surface portion 122. The pair of side wall portions 123 that are erected from each other and are opposed to each other with the liquid-filled vibration isolator 110 sandwiched therebetween, and the pair of side wall portions 123 are connected to each other and are opposed to each other with the bottom surface 122 and the liquid-filled vibration isolator 110 sandwiched therebetween Since the upper surface portion 124 is provided, the rubber stopper member 140 is brought into contact with the contact surface 123a1 of the side wall portion 123 of the vehicle body side bracket 120, thereby restricting the displacement of the engine EG in the roll direction and the rubber. By bringing the stopper member 140 into contact with the upper surface portion 124 or the bottom surface portion 122 of the vehicle body side bracket 120, the engine EG in the bounding direction or the rebounding direction. It is possible to produce a hydraulic antivibration device unit 100 can be regulated position.

  In this case, according to the first embodiment, the liquid filled type vibration damping device unit 100 can be manufactured by the vehicle body side bracket 120 in which the bottom surface portion 122, the pair of side wall portions 123, and the top surface portion 124 are integrally formed. As a result, the number of parts of the liquid-filled vibration isolator unit 100 can be reduced to reduce the part cost, and the assembly man-hours can be reduced to reduce the assembly cost. Product costs can be reduced.

  That is, in the conventional manufacturing method, since the structure (corresponding to the vehicle body side bracket 120 of the first embodiment) for exerting the stopper action of the liquid filled type vibration isolator unit 100 is a divided structure composed of two members, As the number of parts increases, not only the part cost increases, but also the assembly cost increases due to the necessity of assembling two parts. As a result, the product cost increases.

  On the other hand, in the first embodiment, the structure for exhibiting the stopper action of the liquid-filled vibration isolator unit 100 (that is, the vehicle body side bracket 120) is an integrated structure consisting of one member, and the structure is simplified. As a result, not only the effect of reducing the part cost by reducing the number of parts, but also the effect of reducing the assembly cost by eliminating the assembly of two parts and reducing the assembly man-hours can be obtained. Cost can be reduced.

  Here, in the divided structure of the conventional product, when pre-compression is applied to the vibration-isolating base 3 of the liquid-filled vibration isolator 110, the liquid-filled vibration-proof device 110 is disposed between the two members, and then By fastening and fixing the two members and narrowing the facing interval, the liquid-filled vibration isolator 110 can be sandwiched between the two members, and pre-compression can be applied relatively easily. On the other hand, when the structure (vehicle body side bracket 120) for exerting the stopper action is configured integrally like the liquid-filled vibration isolator unit 100 manufactured according to the first embodiment, the product cost is reduced. While reduction can be achieved, it is difficult to apply pre-compression to the vibration-proof substrate 3.

  On the other hand, according to the first embodiment, the regulation frame length H2 between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120 is the fastening seat of the first mounting bracket 1 of the liquid filled type vibration damping device 110. In the fitting step, the liquid-filled vibration isolator 110 is fitted between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120, and in the fastening step. The first mounting bracket 1 is fastened and fixed to the bottom surface portion 122 to apply pre-compression to the vibration-isolating base 3 of the liquid-filled vibration isolator 110. When the mounting bracket 1 is fastened and fixed to the bottom surface portion 122 of the vehicle body side bracket 120, the fastening seat surface 14 is brought into contact with the bottom surface portion 122, and the vehicle body is moved backward from the fastening seat surface 14 toward the second mounting bracket 2. Side bracket 120 is provided with a flat sandwiching surface 13 formed to face the bottom surface portion 122 of the engine 120. The engine-side bracket 130 includes an attachment portion 132 and through holes 131a, 131b, 131c, flat surface-like seating surfaces 134a, 134b, 134c respectively formed around the opening on the side where the bolt B2 (see FIG. 1) of each through-hole 131a, 131b, 131c is inserted, and each through-hole 131a, 131b, 131c are provided with flat mounting surfaces 135a, 135b, 135c formed around the opening on the engine EG side of the engine EG. The workability at the time of inserting the liquid filled type vibration isolator 110 between the parts 124 can be improved.

  That is, according to the first embodiment, the third attachment jig G3 is inserted between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120 by the supporting process, and the first of the liquid filled type vibration damping device 110 is inserted. The holding surface 13 of the mounting bracket 1 is supported by the third mounting jig G3, and the seat surfaces 134a, 134b, 134c of the engine side bracket 130 are inserted into the through holes 131a, 131b, 131c, respectively. While supporting by the first mounting jig G1, the mounting surfaces 135a, 135b, 135c of the engine side bracket 130 and the rod-shaped support pins are inserted into the respective through holes 131a, 131b, 131c by the second mounting jig G2. To support.

  Next, in the compression process, a third mounting jig G3 that supports the clamping surface 13, a second mounting jig G2 that supports the mounting surfaces 135a, 135b, and 135c, and a first mounting that supports the seating surfaces 134a, 134b, and 134c. The liquid-filled type in which the overall height of the liquid-filled vibration isolator 110 is reduced by the relative movement of the jig G1 toward each other (direction of arrow UD in FIG. 17B), and then the height is reduced by the compression process. Since the vehicle body side bracket 120 can be moved relative to the vibration isolator 110 by the arrangement process, the liquid-filled vibration isolator 110 can be disposed between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120. The liquid-filled vibration isolator 110 can be easily fitted between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120 when applying pre-compression to the vibration isolation base 3. It is possible to improve the workability.

  Further, in the arrangement step, the liquid filled type vibration isolator 110 is relatively moved with the overall height of the liquid filled type vibration isolator 110 being contracted, so that the liquid filled type vibration isolator 110 is moved. The first mounting bracket 1 can be easily and accurately aligned with the bottom surface portion 122 of the vehicle body side bracket 120. As a result, in the fastening process, for example, the bolt B3 (see FIG. 5) can be smoothly screwed without re-adjusting the position of the first mounting bracket 1 with respect to the bottom surface portion 122. The fastening process for fastening and fixing the base plate to the bottom surface portion 122 can be performed efficiently.

  Here, according to 1st Embodiment, since the attaching part 132 of the engine side bracket 130 is a structure provided with two surfaces which a one side support surface and an other side support surface mutually oppose, these seat surface 134a, 134b. , 134c, the other side support surface, and the mounting surfaces 135a, 135b, 135c are sandwiched between the first mounting jig G1 and the second mounting jig G2, so that the engine side bracket 130 can be strengthened in the supporting process. Can be held.

  Therefore, the first mounting jig G1 that supports the clamping surface 13 of the first mounting bracket 1, the first mounting jig G1 that supports the seating surfaces 134a, 134b, and 134c, and the first mounting jig that supports the mounting surfaces 135a, 135b, and 135c. 2 can be stably performed by compressing the mounting jig G2 relative to each other in a direction close to each other (arrow UD direction in FIG. 17B) to reduce the total height of the liquid-filled vibration isolator 110, As a result, it is possible to improve workability when pre-compression is applied to the vibration-proof base 3.

  Further, as described above, according to the first embodiment, the mounting portion 132 of the engine side bracket 130 is formed to penetrate at positions corresponding to the seating surfaces 134a, 134b, 134c and the mounting surfaces 135a, 135b, 135c. Since each of the through-holes 131a, 131b, 131c is configured to have a rod-like support pin inserted into each of the through-holes 131a, 131b, 131c, the engine-side bracket 130 can be prevented from falling down in the compression process. Can do.

  Therefore, even with this configuration, the third mounting jig G3 that supports the clamping surface 13 of the first mounting bracket 1, the first mounting jig G1 that supports the seating surfaces 134a, 134b, and 134c, and the mounting surfaces 135a, 135b, The second mounting jig G2 that supports 135c is moved relative to each other in the direction close to each other (the direction of the arrow UD in FIG. 17B) to stably perform the compression process for reducing the overall height of the liquid-filled vibration isolator 110. As a result, it is possible to improve workability when pre-compression is applied to the vibration-proof substrate 3.

  Further, according to the first embodiment, the mounting surfaces 135a, 135b, 135c of the engine side bracket 130 are brought into contact with the engine EG side, and the seating surfaces 134a, 134b, 134c are formed in the through holes 131a, 131b, 131c. It is the structure which fastens and fixes the engine side bracket 130 to the engine EG side by making it the seat surface of the volt | bolt B2 (refer FIG. 1) penetrated.

  That is, the seat surfaces 134a, 134b, 134c, the mounting surfaces 135a, 135b, 135c and the through holes 131a, 131b, 131c are not only used as parts used for fastening and fixing the engine side bracket 130 to the engine EG side. Since the structure is also used as a part used for lowering the overall height of the liquid-filled vibration isolator 110, the processing for separately providing a flat surface and a through hole is unnecessary, and the number of processes is reduced. Therefore, the processing cost can be reduced, and the manufacturing cost of the product can be reduced accordingly.

  In addition, if the process of separately providing a flat surface and a through-hole can be eliminated as described above, the engine-side bracket 130 can be reduced in size, so that the lightweight liquid-filled vibration isolator unit 100 can be provided. Can be manufactured. At the same time, if the number of through-hole formation points can be reduced, a decrease in the rigidity strength of the engine-side bracket 130 can be suppressed accordingly, so that the liquid-filled vibration isolator unit 100 with excellent durability is manufactured. be able to.

  In addition, according to 1st Embodiment, since the clamping surface 13 formed in the 1st attachment bracket 1 is formed in the 2nd attachment bracket 2 side rather than the fastening seating surface 14, it is a vehicle body side bracket. It is possible to manufacture the liquid-filled vibration isolator unit 100 having an excellent durability by securing the rigidity strength of 120.

  That is, for example, when the clamping surface 13 and the fastening seat surface 14 are formed on the same surface of the first mounting bracket 1, a space for inserting the first support member that supports the receiving surface is secured in the support process. Therefore, it is necessary to retract (depress) a part of the bottom surface portion of the vehicle body side bracket, and along with the shape change, the rigidity strength of the vehicle body side bracket 120 is reduced, leading to a decrease in durability.

  In particular, the vehicle body side bracket 120 is a part that receives a load input at the time of stopper action, and the bottom surface part 122 is a part that receives a load in the bending direction when the load is input in the rebound direction in addition to the load input in the roll direction. Therefore, the shape change of the bottom surface portion 122 greatly affects the durability. For this reason, as in the first embodiment, the clamping surface 13 of the first mounting bracket 1 is configured to retreat from the fastening seat surface 14 so that the change in shape of the bottom surface portion 122 is reduced, so that the durability of the vehicle body side bracket 120 is improved. Thus, the liquid-filled vibration isolator unit 100 having excellent durability can be efficiently manufactured.

  Further, in the first embodiment, the third mounting bracket 1 to the third mounting bracket of the liquid filled type vibration damping device 110 disposed between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120 by the placement step of the fitting step. The extraction step includes extracting the jig G3, and the extraction step is a fastening step in which the first mounting bracket 1 of the liquid-filled vibration isolator 110 is fastened and fixed (finally tightened) to the bottom surface portion 122 with the bolt B3 (see FIG. 5). Therefore, the fastening process of fastening the first mounting bracket 1 of the liquid-filled vibration isolator 110 and the bottom surface portion 122 of the vehicle body side bracket 120 can be performed with high efficiency and high accuracy.

  For example, if the extraction step is performed before the fastening step, the engine-side bracket 130 is held by the first attachment jig G1 and the second attachment jig G2, so that the extraction operation of the third attachment jig G3 is performed. Accordingly, the first mounting bracket 1 is also dragged and moved in the extraction direction, and the first mounting bracket 1 is displaced in the extraction direction (the vibration-proof base 3 is deformed as the first mounting bracket 1 is moved). In the state), the first mounting bracket 1 is seated on the bottom surface portion 122, and the first mounting bracket 1 is pressed against the bottom surface portion 122 in a state where the first mounting bracket 1 is displaced due to the elastic recovery force of the anti-vibration base 3 to which pre-compression is applied. And held in that position.

  For this reason, it is difficult to screw the bolt B3 (see FIG. 5) inserted through the bolt through hole 122c of the bottom surface portion 122 into the bolt fastening hole 11 of the first mounting bracket 1, and There is a problem that position adjustment is required. Further, when the bolt B3 is fastened with the first mounting bracket 1 being displaced, the thread in the bolt B3 or the bolt fastening hole 11 of the first mounting bracket 1 is damaged. Furthermore, when the first mounting bracket 1 is fastened and fixed to the bottom surface portion 122 with the position shifted, the vibration-proof base 3 is in a deformed state (a state inclined with a positional shift of the first mounting bracket 1). Therefore, the deformation is partially biased during use after being mounted on the vehicle, leading to a problem that the durability of the vibration isolating base 3 is lowered.

  On the other hand, according to the first embodiment, as described above, since the fastening process is performed before the sampling process, the effect of the bolt B3 (see FIG. 5) tightened by the fastening process. Thus, it is possible to prevent the first mounting bracket 1 from being displaced with respect to the bottom surface portion 122 when the third mounting jig G3 is extracted in the extraction process. As a result, the operation of adjusting the position of the first mounting bracket 1 with respect to the bottom surface portion 122 in order to screw the bolt B3 inserted through the bottom surface portion 122 into the bolt fastening hole 11 of the first mounting bracket 1 is unnecessary, and the work efficiency is improved. Can be improved. Moreover, the bolt B3 (refer FIG. 5) is fastened in the state in which the 1st mounting bracket 1 has shifted, and the screw thread in the bolt fastening hole 11 of the bolt B3 or the first mounting bracket 1 is damaged beforehand. It is possible to prevent and secure the fastening strength. Furthermore, if the first mounting bracket 1 can be fastened and fixed at an appropriate position with respect to the bottom surface portion 122, the vibration-proof base 3 is deformed (becomes inclined with the displacement of the first mounting bracket 1). Therefore, it is possible to prevent the deformation from being partially biased during use after being mounted on the vehicle, and to improve durability.

  Next, a second embodiment will be described with reference to FIGS. 18 and 19. FIG. 18 is a front view of the liquid filled vibration isolator unit 200 according to the second embodiment, and FIG. 19 is a side view of the liquid filled vibration isolator unit 200 according to the second embodiment.

  As in FIG. 1, the arrow U indicates the upward direction of the body frame BF, the arrow D indicates the downward direction of the body frame BF, the arrow L indicates the left direction of the body frame BF, and the arrow R indicates the right direction of the body frame BF. , Arrow F indicates the forward direction of the vehicle body frame BF, and arrow B indicates the backward direction of the vehicle body frame BF.

  In the first embodiment, the auxiliary bracket 150 is fixed only by the bolt B inserted into the first long hole 151. However, in the second embodiment, the auxiliary bracket 150 is configured to include the positioning rib 255. . In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment mentioned above, and the description is abbreviate | omitted.

  As shown in FIGS. 18 and 19, the liquid-filled vibration isolator unit 200 according to the second embodiment includes a vehicle body side bracket 220, and the vehicle body side bracket 220 includes a positioning rib 255.

  The positioning rib 255 protrudes from the reinforcing rib portion 125 to which the auxiliary bracket 150 is attached, and is configured in a rectangular shape when viewed from the front (viewed in the vertical direction on the paper surface in FIG. 18) and viewed from the side (viewed in the vertical direction on the paper surface in FIG. 19). ing.

  The vehicle body side bracket 220 is formed by casting from an aluminum alloy or the like, and the reinforcing rib portion 125 and the positioning rib 255 are integrally formed.

  An upper surface 255a1 that is an upper surface (the arrow U side in FIG. 18) of the positioning rib 255 is a flat surface that is parallel to the mounting surface 220b of the vehicle body side bracket 220 to the vehicle body frame BF, and the mounting surface 220b serves as a reference surface. As described above, it is formed by cutting so as to be a predetermined distance from the mounting surface 220b and parallel to the mounting surface 220b. The upper surface 255a1 extends to the lower side of the frame side plate-like portion 150b (the arrow D side in FIG. 19), and the lower surface of the frame side plate-like portion 150b contacts.

  Here, the frame side plate-like portion 150b is fastened to the vehicle body frame BF, and the bracket side plate-like portion 150a is fastened to the vehicle body side bracket 120 fastened to the vehicle body frame BF. If the frame side plate-like portion 150b is fastened to the vehicle body frame BF, the position of the frame-side plate-like portion 150b with respect to the bracket-side plate-like portion 150a changes and the auxiliary bracket 150 is distorted. Will occur.

  Therefore, as described above, the mounting height of the auxiliary bracket 150 to the vehicle body side bracket 120 using the dimension adjusting jig J3 (see FIG. 7C) (dimension value in the arrow UD direction in FIG. 7C). There was a need to adjust.

  Here, in the second embodiment, since the mounting surface 220b is used as a reference surface, the upper surface 255a1 of the positioning rib 255 is formed by cutting so as to be parallel to the mounting surface 220b at a predetermined distance from the mounting surface 220b. When the bracket side plate-like portion 150a of the auxiliary bracket 150 is attached to the reinforcing rib portion 125, the lower surface of the frame-side plate-like portion 150b of the auxiliary bracket 150 is brought into contact with the upper surface 255a1, so that the height of the auxiliary bracket 150 is increased. Positioning can be performed with high accuracy.

  That is, the upper surface 255a1 of the positioning rib 255 is processed with reference to the bottom surface 122b of the vehicle body side bracket 120, and the bottom surface 122b is attached to the vehicle body frame BF. Therefore, when the vehicle body side bracket 120 is attached to the vehicle body frame BF, the accuracy of the distance from the vehicle body frame BF to the upper surface 255a1 of the positioning rib 255 is the distance from the upper surface 255a1 of the positioning rib 255 to the bottom surface 122b of the vehicle body side bracket 120. The accuracy can be equivalent to the accuracy of.

  Therefore, the accuracy of the attachment position with respect to the vehicle body frame BF can be ensured by securing the accuracy of the attachment position of the auxiliary bracket 150 with respect to the vehicle body side bracket 120. As a result, the distortion generated when the auxiliary bracket 150 is fastened to the vehicle body frame BF and the vehicle body side bracket 120 can be reduced, and the durability of the auxiliary bracket 150 can be improved.

  Further, since the auxiliary bracket 150 can be positioned by bringing the frame side plate-like portion 150b of the auxiliary bracket 150 into contact with the upper surface 255a1 of the positioning rib 255, the vehicle body of the auxiliary bracket 150 is used by using the dimension adjusting jig J3. Compared with the case where the mounting position with respect to the side bracket 120 is adjusted, the trouble of positioning the auxiliary bracket 150 can be omitted. As a result, the manufacturing cost of the vehicle body side bracket 220 can be reduced, and the product cost of the liquid filled type vibration damping device unit 200 can be reduced.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values (for example, the number, size, angle, etc. of each component) given in the above embodiments are merely examples, and other numerical values can naturally be adopted.

  In each of the above-described embodiments, the case where the pair of positioning surfaces 12 are arranged in parallel has been described. However, the present invention is not necessarily limited to this, and the positioning surfaces 12 are closer to the tip of the third mounting jig G3. May be arranged close to each other.

  In this case, the interval between the pair of positioning surfaces 12 is tapered toward the third mounting jig G3, so that it is possible to easily insert the distal end portion of the third mounting jig G3 configured in a U shape.

  In each of the above embodiments, the case where the first mounting bracket 1 includes the clamping surfaces 13 that are a pair of flat surfaces on both sides of the bolt fastening hole 11 has been described. However, the present invention is not necessarily limited to this. It is good also as a flat surface comprised by the annular | circular shape arrange | positioned so that the bolt fastening hole 11 of the attachment metal fitting 1 may be enclosed.

  In this case, since a continuous notch shape is formed on the entire circumference of the first mounting bracket 1, the weight of the first mounting bracket 1 can be reduced.

  In each of the above embodiments, the case where the bolt B3 inserted through the bolt through hole 122c is screwed into the bolt fastening hole 11 to fix the first mounting bracket 1 to the vehicle body side bracket 120 has been described. The embedded bolt is embedded in the bolt fastening hole 11, and the nut is screwed in a state where the embedded bolt is inserted into the bolt through hole 122c to fix the first mounting bracket 1 and the vehicle body side bracket 120 to each other. Also good.

  In this case, since the embedded bolt projects from the bolt through hole 122c, the nut can be screwed in by visually checking the thread of the embedded bolt. Therefore, it is possible to reduce the labor for assembling the liquid-filled vibration isolator unit 100 and reduce the product cost of the liquid-filled vibration isolator unit 100.

  In this case, since the embedded bolt protrudes from the holding surface 13 of the first mounting bracket 1, the total length of the liquid-filled vibration isolator 110 is increased. Therefore, in order to dispose the liquid filled vibration isolator 110 between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120, the liquid filled vibration isolator 110 is compressed by the protruding length of the embedded bolt. There is a need to increase the amount. In this case, since the amount of compression is large, it takes time to assemble the liquid-filled vibration isolator unit 100.

  Here, for example, when the inner side surface of the bolt through-hole 122c of the bottom surface portion 122 and the inner side surface on the insertion direction side of the liquid-filled vibration isolator 110 is cut out, the cut-out shape is provided. Since the embedded bolt can be inserted from the site, the amount of compression of the liquid-filled vibration isolator 110 is reduced by the protruding length of the embedded bolt.

  Therefore, even when the embedded bolt is embedded in the first mounting bracket 1, the compression amount corresponding to the protruding length of the embedded bolt is reduced, and the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120 are reduced. A liquid-filled vibration isolator 110 can be disposed between them.

  As a result, the bolt B3 is screwed into the bolt fastening hole 11 of the first mounting bracket 1 after the liquid filled type vibration isolator 110 is disposed between the bottom surface portion 122 and the top surface portion 124 of the vehicle body side bracket 120. In comparison, the compression amount is equivalent and the embedded bolt is used, so that the nut can be visually observed and screwed together. As a result, it is possible to reduce the time and effort of assembling the liquid-filled vibration isolator unit 100 and reduce the product cost of the liquid-filled vibration-proof device unit 100.

  In the second embodiment, one positioning rib 255 is configured in a rectangular shape when viewed from the front (viewed in the vertical direction in FIG. 18), and the upper surface 255a1 that is the upper surface of the rectangular shape is the same as the mounting height of the auxiliary bracket 150. Although the case where the height is formed has been described, the present invention is not necessarily limited thereto, and two positioning ribs 255 are provided, and an imaginary line connecting the tops of the two positioning ribs is attached to the auxiliary bracket 150. You may form so that it may become parallel to height and the same height.

  For example, when the contact length between the frame-side plate-like portion 150b and the positioning rib 255 is increased in order to ensure the accuracy in mounting in the circumferential direction around the bolt B of the auxiliary bracket 150, the length of the positioning rib 255 is increased. Since the length is increased, an aluminum alloy for forming the positioning rib 255 is necessary, and the vehicle body side bracket 120 is increased in weight.

  Here, by providing two positioning ribs 255 and arranging them at a distance from each other on a virtual plane orthogonal to the axis of the bolt B, the mounting accuracy in the circumferential direction around the bolt B of the auxiliary bracket 150 is provided. Can be secured. Therefore, the trouble of positioning the auxiliary bracket 150 can be omitted, and the manufacturing cost of the vehicle body side bracket 120 can be reduced. As a result, the product cost of the liquid filled type vibration isolator unit 100 can be reduced.

  In addition, when two positioning ribs 255 are provided so as to be spaced apart from each other, only a space is formed between the two, so an aluminum alloy is not required between the two positioning ribs 255. The increase in the weight of the vehicle body side bracket 120 can be minimized. As a result, the weight of the vehicle body side bracket 120 can be reduced, so that the resonance frequency of the vehicle body side bracket 120 is changed to the high frequency side to generate vibration of the liquid-filled vibration isolator unit 100 and generation of a booming sound. Etc. can be suppressed.

  In each of the above embodiments, the case where the central angle θ2 that is the central angle between the vertical surface 133e1 of the notch 133e and the axis O is set in the range of 90 degrees to 120 degrees is described. It is not limited and may be set in the range of 90 degrees to 180 degrees.

  In this case, since the notch part 133e can be enlarged according to the strength required for the reinforcing part 133g, the reinforcing part 133g is reduced in weight by the amount of the notch part 133e being increased. The weight of the vibration isolator unit 100 can be reduced.

It is a side view of the liquid enclosure type vibration isolator unit in which the liquid enclosure type vibration isolator in the first embodiment of the present invention is incorporated. It is a front view of a liquid enclosure type vibration isolator unit. It is a side view of a liquid enclosure type vibration isolator unit. It is a top view of a liquid enclosure type vibration isolator unit. FIG. 5 is a cross-sectional view of the liquid filled type vibration isolator unit taken along line VV in FIG. 3. FIG. 4 is a plan view of the vehicle body side bracket, (a) is a front view of the vehicle body side bracket, (b) is a top view of the vehicle body side bracket, and (c) is a side view of the vehicle body side bracket. . FIG. 6 is a side view of the vehicle body side bracket showing a state in which a dimension adjusting jig is arranged when determining the mounting position of the auxiliary bracket. (A) is the side view of the vehicle body side bracket which showed the state by which the angle which a bracket side plate-shaped part and a frame side plate-shaped part make was set to 60 degree | times, (b) is a bracket side plate-shaped part and frame side plate It is the side view of the vehicle body side bracket which showed the state by which the angle which a shape part makes was set to 120 degree | times, (c) is that the angle which a bracket side plate-like part and a frame side plate-like part make was set to 90 It is the side view of the vehicle body side bracket which showed the state. It is a top view of an engine side bracket, (a) is a front view of an engine side bracket, (b) is a top view of an engine side bracket, (c) is a side view of an engine side bracket. . It is a top view of a rubber stopper member, (a) is a front view of a rubber stopper member, (b) is a top view of a rubber stopper member, (c) is a side view of a rubber stopper member. . It is a top view of an engine side bracket. 2 is a bottom schematic view schematically showing the bottom surface of the engine side bracket 1. FIG. It is a side view of a press-fit ring part. FIG. 11 is a cross-sectional view of a press-fitted annular portion taken along line XIII-XIII in FIG. 10. It is a top view of the engine side bracket showing a state where the liquid filled type vibration isolator and the rubber stopper member are attached to the engine side bracket. It is a front view of a liquid enclosure type vibration isolator unit which showed the state where a liquid enclosure type vibration isolator unit was connected with a body frame and an engine. It is sectional drawing of the 1st attachment bracket in the XVI-XVI line of FIG. It is the side view which showed the liquid enclosure type vibration isolator unit assembled according to the assembly order of a liquid enclosure type vibration isolator unit, (a) is a liquid assembly type vibration isolator attached to an engine side bracket, It is the side view of the liquid enclosure type vibration isolator unit before the assembly which showed the state where the vibration isolation base of the enclosure type vibration isolator is not deformed, and (b) shows the vibration isolation base compressed by the mounting jig. It is a side view of the liquid enclosure type vibration isolator unit before the assembly showing the state, and (c) is the liquid enclosure before the assembly showing the state in which the compressed vibration isolation base is conveyed into the inside of the vehicle body side bracket. It is a side view of a type vibration isolator unit, (d) is a side view of the assembled liquid-fill type vibration isolator unit. It is a front view of the liquid enclosure type vibration isolator unit in 2nd Embodiment. It is a side view of the liquid enclosure type vibration isolator unit in 2nd Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Liquid enclosure type vibration isolator unit 110 Liquid enclosure type vibration isolator 120 Car body side bracket 130 Engine side bracket 1 Boss member 2 2nd attachment metal fitting (outer cylinder member)
2a Projecting part (contact part)
3 Vibration isolating substrate 6a First liquid chamber 6b Second liquid chamber 5 Diaphragm 7 Partition means 11 Bolt fastening hole 12 Positioning surface 13 Holding surface 14 Fastening seat surface 20 Orifice 122 Bottom surface portion 122a Bolt passage hole (part of bottom surface portion)
122a Upper surface (part of the bottom surface)
122b Bottom (part of bottom)
123 Side wall part 123a Contact side wall part (inner side surface of side wall part)
123a1 contact surface (a part of the side wall, the inner side of the side wall of the body side bracket)
123a2 outer surface (part of the side wall)
123b Thick side wall (part of the side wall)
123b1 contact surface (part of the side wall)
124 upper surface part 124a1 contact surface (a part of upper surface part)
125 Reinforcing rib portion 132 Mounting portion (base member)
133f Holding portion 133g Reinforcing portion 133a Bound surface 133b Rebound surface 133c Stopper surface (stopper surface, part of outer surface)
133h Holding section stopper surface (holding section stopper surface, part of outer surface)
133i Reinforcing part stopper surface (reinforcing part stopper surface, part of outer surface)
133e Notch 133e1 Vertical plane (part of the notch)
133e2 Horizontal surface (part of the notch)
133e3 Concave surface (part of notch)
136 Engine position regulating portion 136a Contact surface 137 Positioning groove 137a Straight portion 137a1 Wall surface 137b Tapered portion 138 Holding groove 138a Inner opening 138b Outer opening 139 Liquid ball press-fitting hole 140 Rubber stopper member 140a Sheet portion 140b Bound surface portion (bound surface portion, sheet portion) Part of
140c Rebound surface (rebound surface, part of seat)
140d Holding portion stopper surface portion (holding portion stopper surface portion, part of sheet portion)
140e Reinforcing part stopper surface part (reinforcing part stopper surface part, part of sheet part)
145 Positioning projection 146 Nipped part T4 Thickness dimension T5 Thickness dimension T6 Press-fit allowance T7 Height θ2 Center angle

Claims (4)

A boss member, a cylindrical outer cylinder member, a vibration isolating base configured to connect the boss member and the outer cylindrical member and made of a rubber-like elastic material, and the vibration isolating base attached to the outer cylindrical member; A diaphragm that forms a liquid sealing chamber therebetween, partition means for partitioning the liquid sealing chamber into a first liquid chamber on the vibration-proof base side and a second liquid chamber on the diaphragm side, the first liquid chamber and the first liquid chamber A liquid-filled vibration isolator having an orifice communicating with the two liquid chambers;
An engine-side bracket that holds the liquid-filled vibration isolator and is coupled to the engine side;
A rubber stopper member provided on the engine side bracket and made of a rubber-like elastic material;
A bottom surface portion to which a boss member of the liquid-filled vibration isolator is fastened, a pair of side wall portions that are erected from the bottom surface portion and are opposed to each other with the liquid-filled vibration isolator device interposed therebetween, and the pair of side wall portions A vehicle body side bracket connected to the vehicle body frame side, having a bottom surface portion and an upper surface portion facing each other with the liquid-filled vibration isolator interposed therebetween,
The rubber stopper member provided on the outer side surface of the engine side bracket is brought into contact with the inner side surface of the side wall portion of the vehicle body side bracket, thereby restricting displacement of the engine in the roll direction and the engine side bracket. The rubber stopper member provided on the upper end surface or the lower end surface of the vehicle body is brought into contact with the upper surface portion or the bottom surface portion of the vehicle body side bracket, thereby restricting displacement of the engine in the bound direction or the rebound direction. A liquid-filled vibration isolator unit,
The engine side bracket is
A base member attached to the engine side;
A holding part that protrudes from the base member and has a liquid ball press-fitting hole formed therein, and into which the outer cylinder member of the liquid-sealed vibration isolator is fitted in the liquid ball press-fitting hole;
A reinforcing portion that is integrally formed with the holding portion and the base member and is disposed around the liquid-sealed vibration isolator that is fitted in the liquid ball press-fitting hole;
The reinforcing part is
A liquid-filled vibration isolator unit comprising a cutout portion formed by cutting out a portion of the portion surrounding the liquid-filled vibration-proof device opposite to the base member side. The holding part is
A pair of holding portion stopper surfaces respectively disposed facing the pair of side wall portions;
A pair of engine position restricting portions respectively protruding from the pair of holding portion stopper surfaces toward the pair of side wall portions,
The formation position of the notch is a position farther from the base member than an imaginary straight line connecting ends of the pair of engine position restricting portions opposite to the base member. The liquid-filled vibration isolator unit according to 1. The holding part is
A bounding surface connected to the pair of holding portion stopper surfaces and disposed to face the bottom surface portion;
A holding groove recessed in the bound surface,
The reinforcing part is
A rebound surface disposed to face the upper surface,
A pair of reinforcing portion stopper surfaces connected to the rebound surface and the holding portion stopper surface and disposed to face the pair of side wall portions;
A positioning groove recessed in the reinforcing portion stopper surface,
The rubber stopper member is
A sheet integrally formed from a bound surface portion covering the bound surface, a holding portion stopper surface portion covering the holding portion stopper surface, a reinforcing portion stopper surface portion covering the reinforcing portion stopper surface, and a rebound surface portion covering the rebound surface. And
A sandwiched portion that protrudes from the reinforcing portion stopper surface portion toward the reinforcing portion stopper surface side and is accommodated in the sandwiching groove;
A positioning protrusion that protrudes from the bounding surface portion toward the bounding surface side and is accommodated in the positioning groove;
The outer cylinder member has a contact portion that is positioned on the opening surface of the holding groove and is held in a narrow pressure between the holding groove and the holding groove in a state of being fitted into the liquid ball press-fitting hole. Prepared,
The liquid-filled vibration isolator unit according to claim 2, wherein the positioning position of the positioning protrusion overlaps the positioning position of the clamping groove in the rebound direction view or the bounce direction view.   The positioning groove extends along the bound direction, and is configured to have a depth that decreases toward the bound direction, and the reinforcing portion has a thickness corresponding to the positioning groove. The liquid-filled vibration isolator unit according to claim 3, wherein the liquid-filled vibration isolator unit is configured to become thicker toward the bound direction.

Images