Engine mounting method and engine support device

Abstract

Provided is an engine mounting method for mounting a pair of engine feet (4L, 4R) on an engine (3) and mounting the engine feet on engine supports (5L, 5R) fixed to a mountee (2L, 2R) to mount the engine on the mountee. The engine mounting method includes: a first step of preparing a plurality of engine feet that differ in foot angle θ; a second step of measuring the weights of a plurality of constituent members of the engine; a third step of calculating a deviation of an actual center of gravity position from a standard center of gravity position of the engine based on the measured weights and position data of the plurality of constituent members; and a fourth step of selecting a used engine foot from among the plurality of engine feet in accordance with the calculated deviation.

Description

Technical Field

[0001] This disclosure relates to engine mounting methods and engine bracket devices, and more particularly to methods and devices for mounting an engine on a mounted object—that is, mounting an internal combustion engine. Background Technology

[0002] For example, when an engine is mounted on the body of a vehicle that is being mounted on, a pair of engine mounts are installed on the engine, and the engine mount is fixed to the vehicle being mounted on. Thus, by mounting the engine mounts on the engine mount, the engine is mounted on the vehicle being mounted on.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent No. 2005-226745 Invention Summary

[0006] The problem that the invention aims to solve

[0007] However, the components of an engine have weight variations, which can cause the engine's center of gravity to shift. Furthermore, this shift in the center of gravity can lead to the engine being mounted at an angle, potentially placing excessive load on the engine mounts and causing other adverse effects.

[0008] Therefore, this disclosure is made in view of the above circumstances, and its object is to provide an engine mounting method and an engine bracket device that can suppress the tilting of the engine.

[0009] means for solving problems

[0010] According to one method of this disclosure,

[0011] Provide a

[0012] An engine mounting method comprising mounting a pair of engine feet on an engine, mounting the engine feet on an engine bracket fixed to a mount, thereby mounting the engine on the mount, characterized in that it includes:

[0013] Step 1: Prepare various engine feet with different foot angles;

[0014] Step 2: Measure the weight of each of the multiple components comprising the engine;

[0015] Step 3: Based on the measured weights and position data of each of the plurality of component parts, calculate the deviation of the actual center of gravity position relative to the standard center of gravity position of the engine; and

[0016] Step 4: Based on the calculated deviation, select the engine mount to be used from a variety of engine mounts.

[0017] Preferably, in the first step, two types of engine feet are prepared: a standard product with a predetermined standard angle and a small-angle product with a foot angle smaller than the standard angle.

[0018] In the fourth step, when the calculated deviation is greater than or equal to a predetermined value that causes the engine to tilt toward one engine foot, the small-angle product is selected as the one engine foot.

[0019] Preferably, in the first step, the engine foot is further prepared with a foot angle greater than the standard angle;

[0020] In step 4, the large-angle product is selected as another engine foot.

[0021] Preferably, the engine mounting method further includes a fifth step of mounting the engine foot selected in the fourth step onto the engine.

[0022] According to other methods of this disclosure,

[0023] A method for mounting an engine is provided, comprising mounting a pair of engine feet on an engine, mounting the engine feet on an engine bracket fixed to a mounting object, thereby mounting the engine on the mounting object, characterized in that it includes:

[0024] Step 1: Prepare a tapered spacer to be positioned between the engine foot and the engine bracket;

[0025] Step 2: Measure the weight of each of the multiple components comprising the engine;

[0026] Step 3: Based on the measured weights and position data of each of the plurality of component parts, calculate the deviation of the actual center of gravity position relative to the standard center of gravity position of the engine; and

[0027] Step 4: Based on the calculated deviation, select whether to use the spacer.

[0028] Preferably, in the fourth step, when the calculated deviation is greater than or equal to a predetermined value that causes the engine to tilt toward one engine foot, the spacer is selected for use on the one engine foot.

[0029] The engine mounting method includes a fifth step, in which the spacer is positioned between one engine foot and the engine bracket, such that the engine is tilted toward the other engine foot.

[0030] Preferably, in step 4, the spacer is also selected for use on the other engine mount;

[0031] In the fifth step, the spacer is positioned between the other engine foot and the engine bracket, with the engine tilted toward the other engine foot.

[0032] Preferably, the pair of engine feet are respectively mounted at both ends of at least one of the width and length directions of the engine.

[0033] Preferably, the object being mounted is the body of a vehicle.

[0034] According to another aspect of this disclosure, an engine mount device is provided, characterized in that it comprises:

[0035] Mounted on a pair of engine feet; and

[0036] An engine bracket fixed to the mounted object and equipped with the engine feet;

[0037] The engine foot is selected by a selection device from a variety of engine feet with different foot angles;

[0038] The selection device includes:

[0039] A weighing scale is used to measure the weight of each of the plurality of components contained in the engine; and

[0040] The computer calculates the deviation of the actual center of gravity position relative to the standard center of gravity position of the engine based on the measured weight of each of the plurality of components and the position data of each of the plurality of components, and selects the engine foot to be used from a plurality of engine foots based on the calculated deviation.

[0041] Invention Effects

[0042] According to this disclosure, it is possible to prevent the engine from being tilted. Attached Figure Description

[0043] Figure 1A This is a simplified schematic diagram showing the rear surface of the vehicle according to the first embodiment.

[0044] Figure 1B yes Figure 1A A magnified view of the rear surface of the vehicle shown.

[0045] Figure 2 This is a rear view of the vehicle showing the engine tilted.

[0046] Figure 3 This is a simplified diagram illustrating a computer system.

[0047] Figure 4 This is a rear view of the vehicle showing the engine tilt being suppressed.

[0048] Figure 5 This is a rear view showing a modified example of the first embodiment.

[0049] Figure 6 This is a rear view of the vehicle according to the second embodiment.

[0050] Figure 7 This is a rear view showing a modified example of the second embodiment. Detailed Implementation

[0051] The embodiments of this disclosure are described below with reference to the accompanying drawings. It should be noted that this disclosure is not limited to the following embodiments.

[0052] [First Implementation]

[0053] Figure 1A and Figure 1B The vehicle of the first embodiment is simplified and shown. Figure 1A This is an overall view. Figure 1B This is a partially enlarged view. Vehicle 1 in this embodiment is a cab-over truck. Figure 1A and Figure 1B The figure shows a portion of the vehicle body—the left and right longitudinal beams 2L and 2R of the trapezoidal frame and the power source—the engine (internal combustion engine) 3. The vehicle body serves as the mounting structure for the engine 3. The engine 3 is a multi-cylinder (e.g., an inline 4-cylinder) diesel engine, mounted longitudinally on the vehicle 1. The front, rear, left, right, up, and down directions of the vehicle are shown in the figure, with the left side representing left and the right side representing right. For ease of understanding, the shape, size, scale, and position of each part have been distorted. Furthermore, the engine 3 is simply drawn as a rectangle for convenience.

[0054] It should be noted that there are no restrictions on the type, form, or purpose of the vehicle and engine. For example, the vehicle can be a sedan, and the engine can be a gasoline engine. Furthermore, the engine can be mounted on a mobile or fixed object other than a vehicle. Moreover, there are no restrictions on the object on which the engine 3 is mounted; it can be any object, such as industrial machinery or a ship.

[0055] This embodiment relates to an engine mounting method in which a pair of engine mounts 4L and 4R are mounted on an engine 3, and the engine mounts 4L and 4R are mounted on engine brackets 5L and 5R fixed to longitudinal beams 2L and 2R, thereby mounting the engine 3 on the longitudinal beams 2L and 2R. Furthermore, this embodiment also relates to an engine bracket assembly comprising a pair of engine mounts 4L and 4R mounted on the engine 3, and engine brackets 5L and 5R fixed to the longitudinal beams 2L and 2R and mounting the engine mounts 4L and 4R.

[0056] A pair of engine mounts 4L, 4R consist of a left engine mount 4L and a right engine mount 4R respectively mounted at both ends of the engine 3 in the width direction (left-right direction). These engine mounts 4L, 4R are detachably mounted on the lower part of the left and right sides of the engine 3 by bolts (not shown).

[0057] The left and right longitudinal beams 2L and 2R are formed of channel steel and are configured to open inwards in the vehicle width direction while extending in the length direction of the vehicle. A ring of reinforcing members 6L and 6R, formed of small channel steel, is fitted and fixed in the opposite direction at the open portion in the vehicle width direction of these longitudinal beams 2L and 2R, thus forming a box-like structure. Mounting brackets 7L and 7R are fixed to the side portions of these reinforcing members 6L and 6R in the vehicle width direction. Left and right engine mounts 5L and 5R are fixed to these mounting brackets 7L and 7R.

[0058] The engine mount is constructed in a symmetrical manner. Therefore, only the left side will be described in detail, while the right side will be omitted.

[0059] The mounting bracket 7L has a mounting surface 8 that is inclined inward (to the right) and upward in the vehicle width direction. On the other hand, the engine mount 5L integrally comprises an upper part 9, a lower part 10, and a rubber elastomer 11 between the parts 9 and 10. The upper part 9 and the lower part 10 are provided with integrally protruding bolts 12 and 13.

[0060] The lower accessory 10 sits on the mounting surface 8, and the bolt 13 is inserted through the bolt hole in the mounting surface 8. The engine bracket 5L is fixed to the bolt 13 from the bottom by the nut 14, thereby securing it to the mounting bracket 7L. In this way, the engine bracket 5L is fixed to the longitudinal beam 2L by the mounting bracket 7L and the reinforcing member 6L.

[0061] The left engine mount 4L has a first mounting surface 15 for mounting it on the engine 3 and a second mounting surface 16 for mounting it on the engine bracket 5L. The first mounting surface 15 extends vertically and faces inward in the vehicle width direction (right side), and is detachably mounted to the left side of the engine 3 by bolts not shown.

[0062] The second mounting surface 16 is spaced apart from the first mounting surface 15 on the outer side (left side) in the vehicle width direction. The second mounting surface 16 is inclined in a diagonal direction outward (left side) and downward in the vehicle width direction, and is not parallel to the first mounting surface 15. The second mounting surface 16 is inclined relative to the first mounting surface 15 at a predetermined angle θ. This angle θ is called the foot angle.

[0063] The second mounting surface 16 sits on the upper accessory 9, and the bolt 12 is inserted through the bolt hole of the second mounting surface 16. The nut 17 is fixed to the bolt 12 from the top, thereby fixing the left engine mount 4L to the engine bracket 5L.

[0064] The engine mount 5L is configured to be tilted in the vertical direction, and is configured to tilt towards the inside (right side) of the vehicle width direction as it is higher up.

[0065] Engine 3 is supported by mounting brackets 7L and 7R via left and right engine feet 4L and 4R and engine mounts 5L and 5R, in a manner that lifts it upwards and diagonally downwards from both sides towards the inside of the vehicle width direction. In the illustrated example, engine 3 is in an upright position, although its width centerline Y is parallel to the vertical direction, it may not be parallel. However, the width centerline Y is parallel to the centerline of the cylinders (not shown). The center of gravity G of engine 3 is located higher than the engine feet 4L and 4R. In the illustrated example, the center of gravity G is on the width centerline Y, but it may not be on the width centerline Y. A line passing through the center of gravity G and perpendicular to the width centerline Y is indicated by the symbol X.

[0066] Next, in engine 3 shown in Figure 1, the weights of all its components are within the middle of the tolerance range, i.e., the standard value, and the center of gravity G is located at the standard center of gravity position. At this time, as described above, engine 3 is configured as expected in the upright or standard state shown in the figure.

[0067] However, there are weight variations in the components of engine 3, which may cause the center of gravity of engine 3 to shift. When engine 3 is tilted due to this shift in the center of gravity, it may place excessive load on the engine mounts 5L and 5R, resulting in malfunctions.

[0068] exist Figure 2 In the diagram, the center of gravity G of engine 3 shifts to the left by ΔX from the standard center of gravity position (represented by the dashed circle). This results in engine 3 tilting to the left at an angle α = α1 from its initial position in Figure 1. Consequently, engine mounts 5L and 5R are subjected to unexpected deformation in the initial state, resulting in excessive load. This can cause malfunctions or reduced lifespan of engine mounts 5L and 5R. Furthermore, since engine 3 also tilts in the initial state, it may also contribute to vehicle vibration degradation.

[0069] Therefore, this embodiment provides an engine mounting method for preventing the engine 3 from being tilted during mounting. The engine mounting method includes the following steps.

[0070] (1) The first step is to prepare various engine feet with different foot angles θ.

[0071] (2) Step 2: Measuring the weight of each of the multiple components contained in engine 3.

[0072] (3) Step 3: Based on the weights of the multiple components and the position data of each component, calculate the deviation of the actual center of gravity position from the standard center of gravity position of the engine 3.

[0073] (4) Step 4: Select the engine mount to be used from a variety of engine mounts based on the calculated deviation.

[0074] The left and right engine mounts 4L and 4R, engine brackets 5L and 5R, and mounting brackets 7L and 7R will be represented by the symbols 4, 5, and 7 respectively.

[0075] In step 1, two types of engine feet 4 are prepared: a standard foot with a predetermined standard angle θ2 and a small-angle foot with a smaller angle θ1, which is less than the standard angle θ2. This will be explained in detail later. When the center of gravity G is located at the standard center of gravity position as shown in Figure 1, the standard foot is used on the left and right engine feet 4L and 4R. On the other hand, when the center of gravity G shifts from the standard center of gravity position, both the small-angle foot and the standard foot are used. For example, the standard angle θ2 = 45° and the small angle θ1 = 43°.

[0076] In step 2, for example, the operator uses a weighing scale to measure the weight of each of the multiple components of engine 3 before assembly. While it is possible to measure the weight of all components of engine 3 at this time, it is not always feasible. Therefore, in this embodiment, only the weight of the main components that affect the center of gravity is measured. Such components include, for example, the following: cylinder head assembly (including valve mechanism and injectors), cylinder block (crankcase integrated), pistons (the entire cylinder), connecting rods and their accessories, crankshaft and its bearings, power transmission device from crankshaft to camshaft, intake and exhaust manifolds, turbocharger, cylinder head cover, oil pan, fuel supply device to injectors, auxiliary equipment, etc.

[0077] In step 3, use as follows Figure 3The computer system 20 shown includes an input terminal 21, a computer 22, and a display 23. Weight-related data (referred to as weight data) 24 of the multiple component parts measured in the second step is input into the input terminal 21. Furthermore, position-related data (referred to as position data) 25 of the multiple component parts measured in the second step is also input into the input terminal 21. The position data 25 is prepared in advance based on the CAD data of the engine 3. The center-of-gravity position of each component part is input into the position data 25, and this center-of-gravity position is set as the position of each component part.

[0078] Based on the weight data 24 and position data 25, computer 22 calculates the actual position of the center of gravity G of engine 3. Then, computer 22 calculates the deviation of the actual center of gravity position from the standard center of gravity position. This deviation, in this embodiment, is as follows: Figure 2 The figure shows the actual center of gravity position offset ΔX in the X direction relative to the standard center of gravity position. It should be noted that although there may be a slight offset in the Y direction, the Y-direction offset has a small impact on the tilt of engine 3, and therefore is ignored in this embodiment. However, if necessary, the Y-direction offset can be included to define a deviation. It should be noted that the standard center of gravity position is pre-stored by computer 22.

[0079] The computer 22 sends the calculation results related to the actual center of gravity position and the offset ΔX to the display 23, and displays the calculation results on the display 23 in the form of text information, graphics, etc.

[0080] In step 4, the operator views the calculation results displayed on monitor 23 and selects the engine mount 4 to use. The offset ΔX is zero when the actual center of gravity is at the standard center of gravity position. The offset to the left of the standard center of gravity position increases towards the positive side, and the offset to the right of the standard center of gravity position increases towards the negative side.

[0081] When the offset ΔX is within the range of -ΔXs1 ≤ ΔX ≤ ΔXs2, the operator selects standard parts for the left and right engine mounts 4L and 4R because the offset ΔX is within the standard range. ΔXs1 and ΔXs2 are both positive values, and in this embodiment, they are equal, but they can also be different values. -ΔXs1 is the lower threshold, and ΔXs2 is the upper threshold.

[0082] Additionally, when the offset ΔX exceeds the upper limit threshold ΔXs2 (ΔXs2 < ΔX), the operator selects a small-angle part for the left engine mount 4L because the center of gravity shifts significantly to the left. Simultaneously, the operator selects a standard part for the right engine mount 4R.

[0083] Additionally, when the offset ΔX is less than the lower threshold -ΔXs1 (ΔX < -ΔXs1), the operator selects a small-angle part for the right-side engine mount 4R because the center of gravity shifts significantly to the right. Simultaneously, the operator selects a standard part for the left-side engine mount 4L.

[0084] It should be noted that the selection of such engine mount 4 can also be made by computer 22. In this case, computer 22 displays the information of the selected engine mount 4 on display 23. The engine mount 4 to be used is selected by a selection device, which includes the aforementioned weighing scale and computer 22.

[0085] The engine mounting method of this embodiment further includes the following steps.

[0086] (5) Install the engine foot 4 selected in step 4 onto engine 3 in step 5.

[0087] In this fifth step, the operator installs the left and right engine mounts 4L and 4R selected in the fourth step onto the engine 3 using bolts. Then, the left and right engine mounts 4L and 4R are placed on the left and right engine brackets 5L and 5R, and the nuts 17 are tightened to complete the mounting of the engine 3.

[0088] Next, in the example shown in Figure 1, since the actual offset of the center of gravity position ΔX is within the range of -ΔXs1≦ΔX≦ΔXs2 (specifically ΔX=0), standard parts (θ=θ2) are selected and used for the left and right engine feet 4L and 4R.

[0089] In contrast, Figure 2 In the example shown, although standard parts (θ = θ2) were used for the left and right engine feet 4L and 4R, the engine 3 will tilt to the left because the actual offset of the center of gravity ΔX is greater than the upper limit threshold ΔXs2 (ΔXs2 < ΔX).

[0090] Therefore, the operators such as Figure 4 As shown, following the method of this embodiment, a small-angle part (θ = θ1) is selected for the left engine mount 4L, and a standard part (θ = θ2) is selected for the right engine mount 4R. Then, the engine 3 is mounted using these engine mounts 4L and 4R.

[0091] As shown in the figure, the engine 3 can be lifted from below and tilted to the right by the left engine mount 5L, thereby suppressing or eliminating [the following]. Figure 2 The tilt of engine 3 to the left is shown. Consequently, the tilt angle α of engine 3 is close to zero, or can be made equal to zero as in the example shown in the figure.

[0092] Therefore, by suppressing unexpected deformation of the engine mount 5 in its initial state, it is possible to prevent malfunction or reduced lifespan of the engine mount 5. Furthermore, by ensuring the engine 3 is in an upright position as intended, it is possible to suppress the deterioration of vehicle vibration.

[0093] By using a small-angle component on the left engine mount 4L, the tilt of the engine 3 to the left can be largely eliminated, allowing the engine 3 to return to an upright position. Therefore, in this embodiment, a standard component designed for an upright position is used on the right engine mount 4R. Thus, the tilt of the engine 3 can be suppressed using two types of engine mounts 4: a standard component and a small-angle component, while minimizing the number of different types of engine mounts 4.

[0094] The above explanation described how to suppress the tilt of engine 3 to the left; obviously, the same applies to controlling the tilt to the right. In this case, conversely, a small-angle version is selected for the right engine mount 4R, and a standard version is selected for the left engine mount 4L.

[0095] As explained above, in step 4, when the calculated offset ΔX is a predetermined value ΔXs2 or more that tilts the engine 3 towards the left engine mount 4L, a small angle is selected as the left engine mount 4L. Conversely, when the calculated offset (in this case, |ΔX|) is a predetermined value (in this case, |ΔXs2|) or more that tilts the engine 3 towards the right engine mount 4R, a small angle is selected as the right engine mount 4R.

[0096] [Variation Example]

[0097] The following describes variations of this embodiment. It should be noted that descriptions of parts identical to the basic embodiment are omitted; the main differences from the basic embodiment are explained below.

[0098] Regarding step 1, in this modified example, in addition to the two types of engine feet 4, namely the standard type and the small-angle type, a large-angle type engine foot 4 with a foot angle θ greater than the standard angle θ2 and a large angle θ3 is also prepared, for a total of three types of engine feet 4. For example, the large angle θ3 = 47°.

[0099] Additionally, regarding step 4, in this variant example, as follows: Figure 5 As shown, when the actual offset of the center of gravity position ΔX is greater than the upper limit threshold ΔXs2 (causing the engine 3 to tilt to the left), a small angle product (θ=θ1) is used for the left engine foot 4L in the same manner as described above, but a large angle product (θ=θ3) is used for the right engine foot 4R instead of the standard product.

[0100] If a large angle is used on the right engine mount 4R, the engine 3 will be pulled diagonally downwards by the right engine mount 5R, thereby suppressing tilting to the right and assisting the engine tilting caused by the downward pressure of the left engine mount 5L.

[0101] Additionally, as in the basic embodiment ( Figure 4 As shown in the diagram, if a small-angle component is used on the left and a standard component is used on the right, an angle difference (2° in this embodiment) will occur between the left and right engine mounts 5L and 5R. The axial force used to adjust this angle difference is generated from the engine mounts 5L and 5R, which may cause problems such as rubber stretching, insufficient axial force, and initial stress on the engine mounts. However, in this modified example, since a small-angle component is used on the left and a large-angle component is used on the right, the angle difference between the left and right engine mounts 5L and 5R can be eliminated, thereby solving the resulting problem.

[0102] The same applies when suppressing tilting to the right side of engine 3. In this case, a small angle is selected for the right engine mount 4R and a large angle is selected for the left engine mount 4L.

[0103] [Second Implementation]

[0104] Next, the second embodiment of this disclosure will be described. It should be noted that the description of the parts that are the same as those in the first embodiment will be omitted, and the following description will mainly focus on the differences.

[0105] Regarding step 1, in this embodiment, only standard samples (θ = θ2) are prepared, that is, only one type of engine mount 4 is prepared. Instead, samples such as... Figure 6 The cone-shaped spacer (or shim) 30 is shown. The spacer 30 is configured to be clamped between the engine foot 4 and the engine mount 5 during use.

[0106] The spacer 30 is specifically circular and is composed of a spacer washer with a conical cross-section. The center of the spacer 30 has a bolt hole 31 for inserting the bolt 12. The cone angle β of the spacer 30 is, for example, 2°.

[0107] Since there is only one type of engine mount 4, there is no choice, and the engine mount 4 is pre-installed on the left and right sides of the engine 3.

[0108] In step 4, the operator observes the calculation results displayed on monitor 23 and then selects whether to use spacer 30. Specifically, when the offset ΔX is within the range of -ΔXs1≦ΔX≦ΔXs2, spacer 30 is not selected for the left and right engine feet 4L and 4R (spacer not used).

[0109] Additionally, when the offset ΔX is greater than the upper limit threshold ΔXs2 (ΔXs2 < ΔX), the operator selects to use spacer 30 (spacer used) on the left engine foot 4L. The operator also selects not to use spacer on the right engine foot 4R.

[0110] Figure 6 This situation is illustrated. The spacer 30, which tilts the engine 3 to the right (right engine mount 4R side), is positioned between the left engine mount 4L and the left engine bracket 5L. The direction of the spacer 30 is such that its thickness gradually increases as it moves inward (to the right) and downward in the vehicle width direction.

[0111] Furthermore, although not illustrated, when the offset ΔX is less than the lower threshold -ΔXs1 (ΔX < -ΔXs1), the operator selects to use a spacer for the right engine mount 4R and does not use a spacer for the left engine mount 4L. In this case, the direction of the spacer 30 is such that its thickness gradually increases as it moves inward (to the left) and downward in the vehicle width direction.

[0112] The engine mounting method of this embodiment includes a fifth step: placing a spacer 30 between the left (or right) engine foot 4 and the engine bracket 5 in a direction that tilts the engine 3 to the right (or left) side of the engine foot 4.

[0113] It should be noted that when installing the spacer 30, before placing the engine mount 4 on the engine bracket 5, the spacer 30 is placed on the engine bracket 5 in advance, and its bolt holes 31 are filled with bolts 12. Subsequently, the engine mount 4 is placed on the spacer 30, and the nut 17 is tightened on the bolt 12.

[0114] According to this embodiment, the conical spacer 30 located on the left side allows the engine 3 to be lifted from a downward angle, tilting it to the right, similar to the first embodiment. This, in turn, can suppress... Figure 2 The engine 3 shown is tilted to the left.

[0115] Conversely, to suppress the rightward tilt of engine 3, a tapered spacer 30 is provided on the right side, thereby enabling engine 3 to tilt to the left.

[0116] According to this embodiment, since it can be accomplished using only one type of engine mount 4, the number of types of engine mount 4 can be reduced.

[0117] [Variation Example]

[0118] Next, a variation of the second embodiment will be described.

[0119] Regarding step 4, in this variant example, as follows: Figure 7 As shown, when the actual offset of the center of gravity position ΔX is greater than the upper limit threshold ΔXs2 (when the engine 3 is tilted to the left), spacers are used not only for the left engine foot 4L, but also for the right engine foot 4R.

[0120] However, the directions of the spacers 30 are opposite to each other. The direction of the left spacer 30 is the same as described above, but the direction of the right spacer 30 is such that the thickness of the spacer 30 gradually decreases as it moves inward (to the left) and downward in the vehicle width direction.

[0121] By setting the right-side spacer 30, the engine 3 can be pulled down from a downward angle, causing it to tilt to the right, and it can assist the thrust and tilting of the engine 3 brought about by the left-side spacer 30. The right-side spacer 30 is configured in such a direction that the engine 3 tilts towards the right engine foot 4R side.

[0122] Furthermore, if the spacer 30 is only provided on the left side, an angular difference (2° in this embodiment) will occur between the left and right engine mounts 5L and 5R. The axial force generated in the engine mounts 5L and 5R to adjust this angular difference may cause problems such as rubber stretching, insufficient axial force, and initial stress on the engine mounts. However, in this modified example, a spacer 30 is provided on the right side in the opposite direction to that on the left, thereby eliminating the angular difference between the left and right engine mounts 5L and 5R and solving the resulting problems.

[0123] Although not illustrated, the same applies when suppressing the rightward tilt of engine 3. In this case, spacers 30 are arranged at the left and right engine feet 4L and 4R in a direction that causes engine 3 to tilt to the left.

[0124] The embodiments of this disclosure have been described in detail above, but the embodiments and variations of this disclosure may also take many other forms.

[0125] (1) In the described embodiment, engine feet 4 are installed at both ends of the engine 3 in the width direction (left-right direction) to suppress tilting of the engine 3 in the width direction. However, engine feet 4 can also be installed at both ends of the engine 3 in the length direction (front-back direction) to suppress tilting of the engine 3 in the length direction. Alternatively, engine feet 4 can be installed at both ends of the engine 3 in the width direction and at both ends in the length direction to suppress tilting of the engine 3 on both sides in the width and length directions.

[0126] (2) In the first embodiment, more types (4 or more types) of engine feet can also be prepared for different uses.

[0127] (3) Similarly, in the second embodiment, a variety of spacers with different cone angles can be prepared for different uses.

[0128] (4) The values ​​of foot angle θ and cone angle β mentioned are only examples and can be changed appropriately.

[0129] (5) When using a robot for automated assembly, the selection of the engine mount in step 4 of the first embodiment and the selection of whether to use a spacer in step 4 of the second embodiment can also be performed automatically by the robot. Similarly, the installation of the engine mount in step 5 of the first embodiment and the configuration of the spacer in step 5 of the second embodiment can also be performed automatically by the robot.

[0130] The embodiments described herein are not limited to those described above. Various modifications, applications, and equivalents of the ideas contained herein, as defined in the scope of the patent application, are included in this disclosure. Therefore, this disclosure should not be construed as limiting, and can be applied to any other technology falling within the scope of this disclosure.

[0131] Industrial availability

[0132] The engine mounting method and engine mount device disclosed herein help to prevent the engine from tilting relative to the engine mount due to slight weight deviations in the components contained in the engine, and are applicable to the assembly process of vehicles that mount engines.

[0133] Explanation of reference numerals in the attached figures

[0134] 2L and 2R longitudinal beams

[0135] 3 engines

[0136] 4.4L, 4R engine feet

[0137] 5.5L and 5R engine mounts

[0138] 30 spacers

[0139] θ foot angle

[0140] G Center of Gravity

Claims

1. An engine mounting method comprising mounting a pair of engine feet on an engine, mounting the engine feet on an engine bracket fixed to a mount, thereby mounting the engine on the mount, characterized in that, include: Step 1: Prepare various engine feet with different foot angles; Step 2: Measure the weight of each of the multiple components comprising the engine; Step 3: Based on the measured weight of each of the plurality of components and the position data of each of the plurality of components, calculate the deviation of the actual center of gravity position relative to the standard center of gravity position of the engine; as well as Step 4: Based on the calculated deviation, select the engine mount to be used from a variety of engine mounts.

2. The engine mounting method as described in claim 1, wherein in the first step, two types of engine feet are prepared: a standard foot with a predetermined standard angle and a small-angle foot with an angle smaller than the standard angle. In the fourth step, when the calculated deviation is greater than or equal to a predetermined value that causes the engine to tilt toward one engine foot, the small-angle product is selected as the one engine foot.

3. The engine mounting method as described in claim 2, wherein in the first step, the engine foot with a foot angle greater than the standard angle is further prepared; In step 4, the large-angle product is selected as another engine foot.

4. The engine mounting method according to any one of claims 1 to 3, further comprising a 5th step of mounting the engine foot selected in the 4th step onto the engine.

5. An engine mounting method comprising mounting a pair of engine feet on an engine, mounting the engine feet on an engine bracket fixed to a mount, thereby mounting the engine on the mount, characterized in that, include: Step 1: Prepare a tapered spacer to be positioned between the engine foot and the engine bracket; Step 2: Measure the weight of each of the multiple components comprising the engine; Step 3: Based on the measured weight of each of the plurality of components and the position data of each of the plurality of components, calculate the deviation of the actual center of gravity position relative to the standard center of gravity position of the engine; as well as Step 4: Based on the calculated deviation, select whether to use the spacer.

6. The engine mounting method as described in claim 5, wherein in step 4, when the calculated deviation is a deviation greater than or equal to a predetermined value that would cause the engine to tilt toward one engine foot, the spacer is selected for use at the one engine foot. The engine mounting method includes a fifth step, in which the spacer is positioned between one engine foot and the engine bracket, such that the engine is tilted toward the other engine foot.

7. The engine mounting method as described in claim 6, wherein in step 4, the spacer is also selected for use on the other engine mount; In the fifth step, the spacer is positioned between the other engine foot and the engine bracket, with the engine tilted toward the other engine foot.

8. The engine mounting method according to any one of claims 1 to 7, wherein the pair of engine feet are respectively mounted at both ends of at least one of the width direction and the length direction of the engine.

9. The engine mounting method as described in any one of claims 1 to 7, wherein the mounted object is the body of a vehicle.

10. The engine mounting method as described in claim 8, wherein the mounted object is the vehicle body.

11. An engine support device, characterized in that, include: Mounted on a pair of engine mounts on the engine; as well as An engine bracket fixed to the mounted object and equipped with the engine feet; The engine foot is selected by a selection device from a variety of engine feet with different foot angles; The selection device includes: A weighing scale is used to measure the weight of each of the multiple components contained in the engine. as well as The computer calculates the deviation of the actual center of gravity position relative to the standard center of gravity position of the engine based on the measured weight of each of the plurality of components and the position data of each of the plurality of components, and selects the engine foot to be used from a plurality of engine foots based on the calculated deviation.

Images