Mounting device

Abstract

To provide a mounting device for supporting a power unit including an electric motor on a vehicle body of an automobile which suppresses transmission of high frequency vibration.SOLUTION: A mounting device 1 includes a first bracket 2 fixed to a vehicle body, and a second bracket 4 mounted with a power unit 8, wherein the second bracket has a sleeve 41 fixed to the first bracket, an intermediate mass 5 having an insertion hole 56 extrapolated to the sleeve, a first elastic body 42 filling between the sleeve and the intermediate mass, a frame body 6 having a hollow part 7 on its inner side and a mounting part 62 on its outer side, and a second elastic body 43 for connecting the frame body and the intermediate mass, the frame body has a first opposite surface 63 opposite to the intermediate mass, the second bracket has a first stopper 44 interposed between the first opposite surface and the intermediate mass, and the first stopper is brought into contact with the first opposite surface or the intermediate mass when the second bracket is relatively displaced with respect to the first bracket.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The technology disclosed herein relates to a mounting device. [Background Art]

[0002] Patent Document 1 describes a bush device as a mounting device. A conventional bush device is attached to a frame of an electric vehicle and supports a supported object including an electric motor for traveling. The conventional bush device employs a double rubber mount system.

[0003] More specifically, the conventional bush device includes an outer cylinder, an inner cylinder, an outer elastic body, an inner elastic body, an intermediate plate, and a mass member. The outer cylinder is cylindrical and attached to the supported object. The inner cylinder is also cylindrical and positioned inside the outer cylinder. The inner cylinder is attached to the frame. The outer elastic body is positioned on the outer cylinder side between the outer cylinder and the inner cylinder. The inner elastic body is positioned on the inner cylinder side between the outer cylinder and the inner cylinder. The intermediate plate is cylindrical and positioned between the outer elastic body and the inner elastic body so as to be concentric with the outer cylinder and the inner cylinder. Both ends of the intermediate plate protrude outward beyond the outer cylinder in the axial direction of the bush device. The mass member is attached to each of both ends of the intermediate plate. The intermediate plate and the mass member serve as an intermediate mass of the double rubber mount system.

[0004] In an electric vehicle, the electric motor rotates at high speed. High-frequency vibration generated by the electric motor becomes noise in the vehicle compartment when transmitted to the frame. The double rubber mount system can suppress transmission of high-frequency vibration generated by the electric motor to the frame. [Prior Art Documents] [Patent Documents]

[0005] [Patent Document 1] Japanese Unexamined Patent Application Publication No. 2015-178854 [Summary of the Invention] [Problems that the invention aims to solve]

[0006] For example, if the rated output of the electric motor mounted on the vehicle is further increased, and / or the target value of the noise level inside the vehicle cabin is further reduced (i.e., further reduction of noise inside the vehicle cabin is required), the mounting device must further suppress the transmission of high-frequency vibrations. In a mounting device employing a double rubber mounting system, (1) increasing the mass of the intermediate mass, and / or (2) decreasing the spring constant of the elastic body connecting the intermediate mass and the vehicle body component further reduces the transmission rate of high-frequency vibrations.

[0007] In conventional bushing devices, increasing the mass of the intermediate mass necessitates increasing the size of the mass component located outside the outer cylinder. This leads to the problem of the bushing device becoming larger.

[0008] On the other hand, in conventional bushing devices, reducing the spring constant of the inner elastic body connecting the intermediate plate and the inner cylinder can suppress the transmission of high-frequency vibrations. When the spring constant of the inner elastic body is reduced, the bushing device requires a structure that restricts the relative displacement between the supported member and the vehicle body member. In conventional bushing devices, the mass member attached to the intermediate plate is ring-shaped, and both ends of the inner cylinder are inserted into the central hole of the mass member. When the relative displacement between the inner cylinder and the outer cylinder becomes large, the interference between the mass member and the inner cylinder restricts the relative displacement between the inner cylinder and the outer cylinder.

[0009] However, in conventional bushing devices, if the mass member and the inner cylinder interfere with each other, the elastic deformation of the inner elastic body interposed between the mass member and the inner cylinder is hindered, resulting in a larger spring constant between the mass member and the inner cylinder. As a result, the effect of suppressing the transmission of high-frequency vibrations due to the small spring constant of the inner elastic body is lost.

[0010] The technology disclosed herein suppresses the transmission of high-frequency vibrations in a mounting device for supporting a power unit, including an electric motor, on the body of an automobile. [Means for solving the problem]

[0011] The technology disclosed herein relates to a mounting device that is attached to the body of an automobile and supports a power unit including an electric motor on the body. This mounting device is A first bracket is rigidly fixed to the vehicle body and has bolt fastening holes, The power unit is mounted on a second bracket which is supported by the first bracket, and the power unit is mounted on the second bracket which is supported by the first bracket. The second bracket is, A sleeve fixed to the first bracket by the bolt screwed into the fastening hole, the sleeve extending from the first bracket in the vehicle width direction, An intermediate mass having an insertion hole that is fitted onto the sleeve, A first elastic body is filled in the cylindrical space between the sleeve and the intermediate mass and connects the sleeve and the intermediate mass, A frame body that surrounds the intermediate mass vertically and longitudinally in the vertical and longitudinal directions perpendicular to the vehicle width direction, having a hollow portion on the inside that houses the intermediate mass, and having a mounting portion on the outside to which the power unit is attached, A second elastic body connecting the inner surface of the frame and the intermediate mass, the second elastic body supporting the power unit through the frame and transmitting vibrations of the power unit from the frame to the intermediate mass, The frame has a surface that forms part of the hollow portion, and each of the front and rear of the intermediate mass has a first opposing surface that faces the intermediate mass in the front-rear direction, The second bracket has a first stopper interposed between the first opposing surface and the intermediate mass, and leaving a first gap with respect to the first opposing surface or the intermediate mass. The first stopper strikes the first opposing surface or the intermediate mass in the front-rear direction when the second bracket is displaced relative to the first bracket in the front-rear direction due to the driving or braking of the power unit.

[0012] This mounting device comprises a first bracket and a second bracket. The second bracket comprises a sleeve, an intermediate mass, a first elastic body, a frame, and a second elastic body. The first elastic body, the intermediate mass, and the second elastic body are interposed between the sleeve, which is fixed to the first bracket, and the frame, to which the power unit is mounted. The vibration transmission path between the power unit, which is the vibration source, and the vehicle body that supports the vibration source is formed by the second elastic body, the intermediate mass, and the first elastic body. The mounting device employs a double rubber mounting system. The mounting device is advantageous for suppressing the transmission of high-frequency vibrations.

[0013] To enhance the suppression of high-frequency vibration transmission, a small spring constant for the first elastic body is advantageous. On the other hand, the relative displacement between the second bracket and the first bracket must be restricted so that it does not become too large.

[0014] The frame of this mounting device has a first opposing surface. The first opposing surface is a surface that forms part of the hollow portion that houses the intermediate mass, and is opposed to the intermediate mass in the front-rear direction at both the front and rear of the intermediate mass. When the second bracket is displaced relative to the first bracket in the front-rear direction due to the driving or braking of the power unit, the first opposing surface and the intermediate mass interfere with each other.

[0015] The second bracket has a first stopper. The first stopper is interposed between the first opposing surface and the intermediate mass. The first stopper may be fixed to the intermediate mass and positioned with a first gap between it and the first opposing surface. The first stopper may be fixed to the first opposing surface and positioned with a first gap between it and the intermediate mass.

[0016] When the second bracket is displaced relative to the first bracket in the longitudinal direction, the first stopper strikes the first opposing surface or the intermediate mass in the longitudinal direction. This restricts the relative displacement between the frame and the intermediate mass from becoming larger than this. The first stopper does not restrict the relative displacement between the intermediate mass and the sleeve. Even after the first stopper restricts the relative displacement, the spring constant between the intermediate mass and the sleeve, which are connected by the first elastic body, can maintain a small spring constant. The effect of suppressing the transmission of high-frequency vibrations due to the inertial effect of the intermediate mass in the mounting device is not impaired. The mounting device can suppress the transmission of high-frequency vibrations while suppressing large relative displacements between the power unit and the vehicle body.

[0017] In this case, if the first elastic body is made of hard rubber, it is conceivable to reduce the thickness of the first elastic body in order to decrease its spring constant. However, a thin first elastic body will have significantly reduced durability against repeated loading. The first stopper can reduce the frequency with which a large load is applied to the first elastic body and causes internal strain. The aforementioned mounting device, which is a double rubber mounting system, can achieve both suppression of high-frequency vibration transmission and durability as a mounting device by combining a first elastic body with a small spring constant and a first stopper.

[0018] The first bracket has at least one bar that extends in the vehicle width direction and whose tip is located within the hollow portion, The frame has a surface that forms part of the hollow portion, and has a second opposing surface that faces the bar in the front-rear direction relative to the bar, either in front of or behind the bar. Between the bar and the second opposing surface, a second stopper is interposed that acts in the front-rear direction relative to the bar or the second opposing surface when the second bracket is displaced relative to the first bracket in the front-rear direction. The second stopper may leave a second gap larger than the first gap with respect to the bar or the second opposing surface.

[0019] Since the first stopper does not restrict the relative displacement between the intermediate mass and the sleeve, it cannot restrict the relative displacement when the relative displacement between the power unit and the vehicle body becomes further larger. The second stopper can restrict the relative displacement between the first bracket and the second bracket, and thus can restrict the relative displacement between the power unit and the vehicle body.

[0020] That is, the first bracket has a bar that is opposed in the front-rear direction to the second opposing surface of the frame body of the second bracket. When the second bracket is relatively displaced in the front-rear direction with respect to the first bracket, the second stopper interposed between the bar of the first bracket and the second opposing surface of the second bracket abuts against the bar or the second opposing surface in the front-rear direction. Since the second gap of the second stopper is larger than the first gap of the first stopper, basically, the first stopper abuts against the first opposing surface or the intermediate mass first, and thereafter the second stopper abuts against the second opposing surface or the bar.

[0021] Furthermore, the second stopper may be fixed to the second opposing surface and positioned with the second gap spaced apart from the bar. The second stopper may also be fixed to the bar and positioned with the second gap spaced apart from the second opposing surface.

[0022] The mounting device maintains a small spring constant provided by the first elastic body between the intermediate mass and the sleeve, suppresses transmission of high-frequency vibration, and at the same time can suppress the relative displacement between the power unit and the vehicle body by means of the first stopper and the second stopper.

[0023] The first bracket has two bars respectively positioned forward and rearward of the intermediate mass, both of the two bars are positioned in the up-down direction relative to the intermediate mass Regarding the same height , the hollow portion has a central portion that accommodates the intermediate mass, and two expanded portions that accommodate the bars respectively forward and rearward of the central portion, the central portion and the two expanded portions communicate with each other, and the hollow portion may form an inverted T-shape when viewed along the axis in the vehicle width direction.

[0024] The bars in front of the intermediate mass restrict the second bracket from being displaced significantly backward relative to the first bracket. The bars behind the intermediate mass restrict the second bracket from being displaced significantly forward relative to the first bracket.

[0025] The two bars are positioned vertically relative to the middle square. Regarding the same height Because of its position, the mounting device can be made smaller in the vertical direction.

[0026] The frame has a surface that forms part of the hollow portion, and above and below each of the bars, it has a third opposing surface that faces the bar in the vertical direction, A third stopper may be interposed between the bar and the third opposing surface, which acts in the vertical direction relative to the bar or the third opposing surface when the second bracket is displaced in the vertical direction relative to the first bracket.

[0027] The third stopper restricts the vertical relative displacement of the second bracket relative to the first bracket. The two bars restrict both the relative displacement in the front-to-back direction and the relative displacement in the vertical direction. Sharing functions helps to limit the size of the mounting device. [Effects of the Invention]

[0028] The aforementioned mounting device can suppress the transmission of high-frequency vibrations. [Brief explanation of the drawing]

[0029] [Figure 1] Figure 1 shows the power unit room of a car in which a power unit is installed. [Figure 2] Figure 2 shows the mounting device that supports the power unit. [Figure 3] Figure 3 is an exploded view of the mounting device. [Figure 4] Figure 4 shows the mounting device as viewed along the axis in the vehicle width direction. [Figure 5] Figure 5 is a cross-sectional view of Figure 4, VV section. [Figure 6] Figure 6 is a cross-sectional view taken along the line VI-VI in Figure 5. [Figure 7] Figure 7 shows the vibration transmission characteristics of the mounting device. [Figure 8] Figure 8 shows the direction in which the first stopper and the second stopper make contact when the power unit is driven. [Figure 9] Figure 9 shows a modified example of the mounting device. [Figure 10] Figure 10 is a cross-sectional view of XX in Figure 9. [Figure 11] Figure 11 shows a modified example of the mounting device. [Modes for carrying out the invention]

[0030] The following describes an embodiment of the mounting device with reference to the drawings. The mounting device described here is illustrative.

[0031] (Overall structure) Figure 1 shows the power unit room 9 of an automobile to which the mounting device disclosed herein is installed. In the following description, the front-rear, left-right, and up-down directions are defined with respect to the automobile. That is, in Figure 1, the bottom of the paper is the front (FR), the top of the paper is the rear (RR), the left side of the paper is the right (RT), the right side of the paper is the left (LT), and the direction perpendicular to the paper is the up-down direction (UP, LW). The left-right direction of the automobile can be rephrased as the vehicle width direction, and the front-rear and up-down directions are directions perpendicular to the vehicle width direction, respectively.

[0032] The power unit room 9 is located at the front of the vehicle. The dashboard 91 separates the power unit room 9 from the passenger compartment 90 in the front-to-rear direction.

[0033] The power unit room 9 contains the front side frames 92. The front side frames 92 extend in the longitudinal direction of the vehicle at the front of the dash panel 91. The front side frames 92 are connected to a frame located beneath the floor of the passenger compartment 90. The front side frames 92 are located on the left and right sides in the vehicle width direction.

[0034] The power unit 8 is located within the power unit room 9. The power unit 8 includes an electric motor 81. The electric motor 81 generates the driving force necessary for the vehicle to move. The vehicle is an electric vehicle.

[0035] The electric motor 81 is located near the right front side frame 92. The shaft of the electric motor 81 extends along the width of the vehicle (see also Figure 8).

[0036] The shaft of the electric motor 81 is connected to the reduction gear 82. The reduction gear 82 is located to the left of the electric motor 81. The reduction gear 82 is located midway between the right front side frame 92 and the left front side frame 92.

[0037] The electric motor 81 and the reduction gear 82 are coupled together and integrated. The reduction gear 82 is included in the power unit 8. The reduction gear 82 reduces the rotational output of the electric motor 81 and outputs it to the drive wheels. The drive wheels of this automobile are the front wheels.

[0038] The power unit 8 is supported by two front side frames 92 and a suspension cross member 93. The suspension cross member 93 extends in the vehicle width direction at the rear of the power unit 8. The suspension cross member 93 is fixed to the left and right front side frames 92.

[0039] The support type for the power unit 8 is a so-called pendulum type. Two mounting devices 1 and one torque rod 10 support the power unit 8. Mounting devices 1 are an example of vibration damping devices. The front side frame 92 is an example of a vehicle body or a component on the vehicle body side.

[0040] The two mounting devices 1 are attached to the right front side frame 92 and the left front side frame 92, respectively.

[0041] The right mounting device 1 is fixed to the upper right end of the electric motor 81 (see also Figure 2). The left mounting device 1 is fixed to the left end of the connecting member 83. The connecting member 83 connects the reduction gear 82 and the left front side frame 92 to each other. The connecting member 83 is included in the power unit 8. The two mounting devices 1 support the right and left ends of the top of the power unit 8, respectively.

[0042] The torque rod 10 is attached to the suspension cross member 93. The torque rod 10 extends forward from the suspension cross member 93. As shown in Figure 8, the front end of the torque rod 10 is fixed to the lower rear of the power unit 8.

[0043] The two mounting devices 1 support the power unit 8 and suppress the transmission of vibrations from the power unit 8 to the vehicle body components. When the vehicle accelerates due to the power unit 8's drive, as shown by the white arrows in Figure 8, the upper end of the power unit 8 tends to displace backward due to rotational reaction force, while the lower end of the power unit 8 tends to displace forward. The two mounting devices 1 counteract the backward displacement of the upper end of the power unit 8. The torque rod 10 also counteracts the forward displacement of the lower end of the power unit 8. When the vehicle decelerates due to the braking of the power unit 8, contrary to the arrows in Figure 8, the upper end of the power unit 8 tends to displace forward, while the lower end of the power unit 8 tends to displace backward. The two mounting devices 1 counteract the forward displacement of the upper end of the power unit 8. The torque rod 10 also counteracts the backward displacement of the lower end of the power unit 8.

[0044] In the example shown in Figure 1, the two mounting devices 1 have the same structure. However, the structure of the mounting device 1 on the right may differ from the structure of the mounting device on the left. Below, the structure of the mounting device 1 attached to the right front side frame 92 will be described in detail.

[0045] (Structure of the mounting device) Figure 2 is a perspective view of the mounting device 1. Figure 3 is an exploded view of the mounting device 1. Figure 4 is a side view of the mounting device 1 along the axis in the vehicle width direction. Figure 5 is a cross-sectional view of the mounting device 1 (section VV in Figure 4), and Figure 6 is a cross-sectional view of the mounting device 1 (section VI-VI in Figure 5). The mounting device 1 employs a double rubber mounting system.

[0046] The mounting device 1 includes a first bracket 2. The first bracket 2 is rigidly fixed to the front side frame 92. The mounting device 1 also includes a second bracket 4. The second bracket 4 is supported by the first bracket 2. The power unit 8 is mounted on the second bracket 4.

[0047] The first bracket 2 has a support portion 21. The support portion 21 is located inward in the vehicle width direction relative to the front side frame 92. The support portion 21 extends downward from a position corresponding to the upper surface of the front side frame 92. As shown in Figure 3 or 5, the support portion 21 has fastening holes 211. Mounting bolts 30 are screwed into the fastening holes 211. The mounting bolts 30 are bolts for attaching the second bracket 4 to the first bracket 2. The mounting bolts 30 extend in the vehicle width direction. The fastening holes 211 are located in the center of the support portion 21. The fastening holes 211 open inward in the vehicle width direction.

[0048] The first bracket 2 has a fixing portion. More specifically, the first bracket 2 has a first fixing portion 22 and a second fixing portion 23. The first fixing portion 22 extends forward from the top of the support portion 21, and the second fixing portion 23 extends rearward from the top of the support portion 21. The first fixing portion 22 and the second fixing portion 23 are rigidly fixed to the upper surface of the front side frame 92 by bolts 221 and 231, respectively.

[0049] The first bracket 2 also has a third fixing portion 24. The third fixing portion 24 extends upward from the support portion 21. The upper end of the third fixing portion 24 is rigidly fixed to the suspension housing 94 by bolts 241. The position of the third fixing portion 24 is between the first fixing portion 22 and the second fixing portion 23 in the longitudinal direction, and outside the first fixing portion 22 and the second fixing portion 23 in the vehicle width direction (see also Figures 4 and 5). The suspension housing 94 is located between the front side frame 92 and the apron reinforcement 95, as shown in Figure 1, and is fixed to both the front side frame 92 and the apron reinforcement 95. The apron reinforcement 95 extends in the longitudinal direction, outside the vehicle width direction of the front side frame 92. The suspension housing 94 is an example of a vehicle body or a member on the vehicle body side.

[0050] The first bracket 2 has two bars, a first bar 25 and a second bar 26. The first bar 25 is located in front of the fastening hole 211, and the second bar 26 is located behind the fastening hole 211. The first bar 25 and the second bar 26 are spaced apart in the front-rear direction.

[0051] The first bar 25 and the second bar 26 each extend inward in the vehicle width direction from the lower part of the support portion 21. The first bar 25 and the second bar 26 are located at the same position in the vertical direction. The first bar 25 and the second bar 26 are located lower than the fastening hole 211.

[0052] The first bar 25 has a rectangular cross-section. The first bar 25 has a first front surface 31, a first rear surface 32, a first upper surface 33, and a first lower surface 34. The second bar 26 has a rectangular cross-section. The second bar 26 has a second front surface 35, a second rear surface 36, a second upper surface 37, and a second lower surface 38.

[0053] The second bracket 4 has a sleeve 41. In the illustrated example, the sleeve 41 is cylindrical. The cross-sectional shape of the sleeve 41 is not limited to a circle. A mounting bolt 30 is inserted into the central hole of the sleeve 41. The sleeve 41 is fixed to the support portion 21 of the first bracket 2 by screwing the mounting bolt 30 into the fastening hole 211. As shown in Figure 5, the end face of the sleeve 41 contacts the support portion 21. The sleeve 41 extends from the support portion 21 in the vehicle width direction.

[0054] The second bracket 4 has an intermediate mass 5. The intermediate mass 5 constitutes an intermediate mass interposed between the vibration source and the support member supporting the vibration source in the double rubber mount system. The intermediate mass 5 is made of metal, for example. As shown in Figure 5, the intermediate mass 5 has a predetermined thickness in the vehicle width direction.

[0055] As shown in Figure 4, the intermediate mass 5 has a rectangular shape when viewed along the axis in the vehicle width direction. More specifically, the intermediate mass 5 has a front surface 51 and a rear surface 52. The front surface 51 is a surface facing forward and extends in the vertical and vehicle width directions. In the illustrated example, the front surface 51 is a flat surface, but the front surface 51 is not limited to a flat surface. The front surface 51 may be, for example, a curved surface that bulges forward. The rear surface 52 is a surface facing rearward and extends in the vertical and vehicle width directions. When viewed along the axis in the vehicle width direction, the rear surface 52 is parallel to the front surface 51. In the illustrated example, the rear surface 52 is a flat surface, but the rear surface 52 is not limited to a flat surface. The rear surface 52 may be, for example, a curved surface that bulges rearward.

[0056] The intermediate mass 5 has a lower surface 53. The lower surface 53 is a surface that faces downward and extends in the front-rear direction and the vehicle width direction. The lower surface 53 is connected to the front surface 51, and the lower surface 53 is connected to the rear surface 52. In the intermediate mass 5, the space between the lower surface 53 and the front surface 51, and the space between the lower surface 53 and the rear surface 52 are curved when viewed along the axis in the vehicle width direction. In the illustrated example, the lower surface 53 is a flat surface, but the lower surface 53 is not limited to a flat surface. The lower surface 53 may be, for example, a curved surface that bulges downward. Also, as with the upper surface 54 described later, the lower surface 53 may be inclined.

[0057] The intermediate mass 5 has an upper surface 54. The upper surface 54 is an upward-facing surface that extends in the longitudinal and vehicle width directions. The upper surface 54 is connected to the front 51, and the upper surface 54 is connected to the rear 52. The upper surface 54 is sloped so that it gradually becomes higher as it moves towards the rear from the connection point with the front 51. The upper surface 54 is also sloped so that it gradually becomes higher as it moves towards the front from the connection point with the rear 52. The upper surface 54 is highest in the center in the longitudinal direction.

[0058] In the example diagram, intermediate cell 5 has a vertical length that is longer than its longitudinal length when viewed along the axis in the vehicle width direction. The shape of intermediate cell 5 is arbitrary.

[0059] As shown in Figures 5 and 6, the intermediate mass 5 has a projection 55. The projection 55 protrudes upward from the center of the upper surface 54. The projection 55 adjusts the mass of the intermediate mass 5. The size of the projection 55 is set as appropriate.

[0060] The intermediate mass 5 has an insertion hole 56. The insertion hole 56 is located in the center of the intermediate mass 5. The insertion hole 56 penetrates the intermediate mass 5 in the vehicle width direction. The insertion hole 56 is fitted onto the sleeve 41. The insertion hole 56 has a circular cross-section and an inner diameter larger than the outer diameter of the sleeve 41. When the insertion hole 56 is fitted onto the sleeve 41, the outer circumferential surface of the sleeve 41 and the inner circumferential surface of the insertion hole 56 form a cylindrical space extending in the vehicle width direction. Note that the shape of the insertion hole 56 is not limited to a circular cross-section. The shape of the insertion hole 56 can be determined according to the shape of the sleeve 41.

[0061] The second bracket 4 has a first elastic body 42. As shown in Figures 5 and 6, the first elastic body 42 fills the cylindrical space between the outer circumferential surface of the sleeve 41 and the inner circumferential surface of the insertion hole 56. The first elastic body 42 connects the sleeve 41 and the intermediate mass 5. The thickness of the first elastic body 42 in the direction perpendicular to the vehicle width direction, in other words, the radial thickness T1 of the cylindrical first elastic body 42, is relatively thin (see Figure 5). The first elastic body 42 is made of, for example, hard rubber.

[0062] The second bracket 4 has a frame 6. The frame 6 surrounds the intermediate mass 5 above, below, and in the front and back. The frame 6 has a main body 61. The frame 6 also has two mounting parts 62. The main body 61 is located in the center in the front-to-back direction. The two mounting parts 62 are integrated with the main body 61 so as to protrude forward and backward from the main body 61. As shown in Figure 6, each of the two mounting parts 62 has a bolt hole 621 that penetrates in the vertical direction. The two mounting parts 62 are attached to the top surface of the power unit 8 by bolts 622 (see also Figures 2 and 3).

[0063] The main body 61 has a hollow section 7. The hollow section 7 penetrates the main body 61 in the vehicle width direction. The intermediate mass 5 is housed in the hollow section 7. In the illustrated example, the hollow section 7 has a central section 71 and two extension sections 72.

[0064] The central section 71 is located in the center of the main body section 61 in the front-rear direction. The intermediate mass 5 is housed in the central section 71. When viewed along the axis in the vehicle width direction, the central section 71 has a rectangular shape, corresponding to the rectangular intermediate mass 5 (see the dashed line in Figure 6).

[0065] The main body 61 has two first opposing surfaces 63 that form part of the central portion 71. One of the first opposing surfaces 63 faces the front surface 51 in the front-rear direction at the top of the intermediate mass 5. The other first opposing surface 63 faces the rear surface 52 in the front-rear direction at the top of the intermediate mass 5. Both first opposing surfaces 63 are planes that extend in the vertical direction and the vehicle width direction. The first opposing surfaces 63 and the front surface 51 are parallel, and a predetermined gap is provided between the first opposing surfaces 63 and the front surface 51. Similarly, the first opposing surfaces 63 and the rear surface 52 are parallel, and a predetermined gap is provided between the first opposing surfaces 63 and the rear surface 52. Note that the first opposing surfaces 63 are not limited to planes that extend in the vertical direction.

[0066] The main body portion 61 also has two connecting surfaces 64 and a joining surface 65 as surfaces that form part of the central portion 71 (see Figure 6). Each connecting surface 64 connects each first opposing surface 63 to the joining surface 65. The front connecting surface 64 is inclined forward as it extends upward from the front first opposing surface 63. The rear connecting surface 64 is inclined backward as it extends upward from the rear first opposing surface 63.

[0067] The joint surface 65 is located above the intermediate mass 5. The joint surface 65 includes a first inclined surface that slopes upward from the front connecting surface 64 toward the rear, a second inclined surface that slopes upward from the rear connecting surface 64 toward the front, and a surface that extends horizontally in the front-rear direction between the first and second inclined surfaces. The joint surface 65, including the first inclined surface, the second inclined surface, and the horizontal surface, makes it possible to secure a gap of a predetermined size or larger between the inclined upper surface 54 and the intermediate mass 5 having the projection 55.

[0068] The second bracket 4 has a second elastic body 43. The second elastic body 43 connects the joint surface 65 of the main body 61 and the upper surface 54 of the intermediate mass 5 in the vertical direction. The second elastic body 43 is made of, for example, hard rubber. The second elastic body 43 supports the power unit 8 through the frame 6 and transmits vibrations of the power unit 8 from the frame 6 to the intermediate mass 5. As mentioned above, the gap between the joint surface 65 and the upper surface 54 is greater than a predetermined value. The thickness T2 of the second elastic body 43 in the direction perpendicular to the vehicle width direction (for example, the vertical direction) is greater than the thickness T1 of the first elastic body 42 (see Figure 5). The second elastic body 43, having sufficient thickness, can ensure high rigidity for supporting the power unit 8.

[0069] The second bracket 4 also has a first stopper 44. The first stopper 44 is made of, for example, hard rubber. The first stopper 44 is interposed between the first opposing surface 63 of the frame 6 and the front surface 51 of the intermediate mass 5, and between the first opposing surface 63 and the rear surface 52. In the illustrated example of the second bracket 4, the first stopper 44 is attached to the front surface 51 and the rear surface 52. The first stopper 44 is continuous with the second elastic body 43. The first stopper 44 protrudes forward from the front surface 51. The first stopper 44 also protrudes rearward from the rear surface 52. As shown in the enlarged view of Figure 4, the gap between the first stopper 44 and the first opposing surface 63 is, for example, L1 (first gap). The gap between the rear first stopper 44 and the first opposing surface 63 is also the first gap L1. As described later, when the second bracket 4 is displaced relative to the first bracket 2 in the front-rear direction, the first stopper 44 may come into contact with the first opposing surface 63. The first stopper 44 suppresses metal-to-metal contact between the first bracket 2 and the second bracket 4.

[0070] The two extensions 72 of the frame 6 are located at the lower part of the central section 71, on the front and rear sides of the central section 71, respectively. The two extensions 72 are each in communication with the central section 71. The hollow section 7 forms an inverted T shape when viewed along the axis in the vehicle width direction.

[0071] With the second bracket 4 supported by the first bracket 2, the tip of the first bar 25 is inserted into the front extension portion 72, and the tip of the second bar 26 is inserted into the rear extension portion 72.

[0072] The front extension 72 is rectangular when viewed along the axis in the vehicle width direction. The front extension 72 has a second opposing surface 73. The second opposing surface 73 faces the first front surface 31 of the first bar 25 in the front-rear direction. A predetermined gap is formed between the second opposing surface 73 and the first front surface 31.

[0073] The second bracket 4 has a second stopper 74. The second stopper 74 is made of, for example, hard rubber. The second stopper 74 is interposed between the first bar 25 and the second opposing surface 73. In the illustrated mounting device 1, the second stopper 74 is attached to the second opposing surface 73. The second stopper 74 protrudes rearward from the second opposing surface 73. As shown in the enlarged view of Figure 4, the gap between the second stopper 74 and the first front surface 31 of the first bar 25 is, for example, L2 (second gap). The second gap L2 is larger than the first gap L1 mentioned above. As will be described later, when the second bracket 4 is displaced rearward relative to the first bracket 2, the second stopper 74 may come into contact with the first front surface 31. The second stopper 74 suppresses metal-to-metal contact between the first bracket 2 and the second bracket 4.

[0074] The front extension 72 has two third opposing surfaces 75. One of the third opposing surfaces 75 faces the first upper surface 33 of the first bar 25 in the vertical direction. The other third opposing surface 75 faces the first lower surface 34 in the vertical direction. A predetermined gap is formed between the third opposing surface 75 and the first upper surface 33, and between the third opposing surface 75 and the first lower surface 34.

[0075] The second bracket 4 has a third stopper 76. The third stopper 76 is also made of, for example, hard rubber. The third stopper 76 is interposed between the first bar 25 and the third opposing surface 75. In the illustrated mounting device 1, the third stopper 76 is attached to each of the two third opposing surfaces 75. The third stopper 76 protrudes downward or upward from the third opposing surface 75. As shown in the enlarged view of Figure 4, the gap between the third stopper 76 and the first upper surface 33 or the first lower surface 34 is, for example, L3. L3 may be the same as L2 or different from L2. As will be described later, when the second bracket 4 is displaced vertically relative to the first bracket 2, the third stopper 76 may come into contact with the first upper surface 33 or the first lower surface 34. The third stopper 76 also suppresses metal-to-metal contact between the first bracket 2 and the second bracket 4.

[0076] The rear extension 72 is formed symmetrically in the front-rear direction with respect to the front extension 72. The rear extension 72 is rectangular when viewed along the axis in the vehicle width direction. The rear extension 72 has a second opposing surface 73. The second opposing surface 73 faces the second rear surface 36 of the second bar 26 in the front-rear direction. A predetermined gap is formed between the second opposing surface 73 and the second rear surface 36.

[0077] The second bracket 4 has a second stopper 74. The second stopper 74 is made of, for example, hard rubber. The second stopper 74 is interposed between the second bar 26 and the second opposing surface 73. In the illustrated mounting device 1, the second stopper 74 is attached to the second opposing surface 73. The second stopper 74 protrudes forward from the second opposing surface 73. The gap between the second stopper 74 and the second rear surface 36 is, for example, L2. As will be described later, when the second bracket 4 is displaced forward relative to the first bracket 2, the second stopper 74 may come into contact with the second rear surface 36.

[0078] The rear extension 72 also has two third opposing surfaces 75. One of the third opposing surfaces 75 faces the second upper surface 37 of the second bar 26 in the vertical direction. The other third opposing surface 75 faces the second lower surface 38 in the vertical direction. A predetermined gap is formed between the third opposing surface 75 and the second upper surface 37, and between the third opposing surface 75 and the second lower surface 38.

[0079] The second bracket 4 has a third stopper 76. The third stopper 76 is made of, for example, hard rubber. The third stopper 76 is interposed between the second bar 26 and the third opposing surface 75. In the illustrated mounting device 1, the third stopper 76 is attached to each of the two third opposing surfaces 75. The third stopper 76 protrudes downward or upward from the third opposing surface 75. The gap between the third stopper 76 and the second upper surface 37 or the second lower surface 38 is, for example, L3. As will be described later, when the second bracket 4 is displaced vertically relative to the first bracket 2, the third stopper 76 may come into contact with the second upper surface 37 or the second lower surface 38.

[0080] The second bracket 4 can be integrally molded, for example, by vulcanization bonding. That is, by placing the sleeve 41, intermediate mass 5, and frame 6 into a mold, filling the mold with hard rubber, and heating it, the second bracket 4, which includes the sleeve 41, intermediate mass 5, first elastic body 42, frame 6, second elastic body 43, first stopper 44, second stopper 74, and third stopper 76, can be manufactured.

[0081] (Characteristics of the mounting device) As mentioned above, the mounting device 1 employs a double rubber mounting system. In other words, vibrations from the power unit 8 are transmitted to the first bracket 2, which is rigidly fixed to the vehicle body member, via the frame 6, second elastic body 43, intermediate mass 5, first elastic body 42, and sleeve 41. The intermediate mass 5 is interposed between the power unit 8 and the vehicle body member, with the second elastic body 43 and first elastic body 42 in between. The intermediate mass 5 suppresses the transmission of vibrations to the vehicle body due to its inertial effect.

[0082] Figure 7 illustrates the characteristics of the mounting device. The horizontal axis in Figure 7 represents frequency, and the vertical axis represents the vibration transmission coefficient from the power unit 8 to the vehicle body. When the vibration transmission coefficient falls below 1, vibration transmission from the power unit 8 to the vehicle body is suppressed.

[0083] The mounting device shown in the lower left of Figure 7 is a conventional mounting device that does not have an intermediate mass. The characteristics of the conventional mounting device are shown by the solid line in Figure 7.

[0084] The mounting device shown in the upper right of Figure 7 is a mounting device with an intermediate mass, and includes mounting device 1 shown in Figures 1-6 and 8 (and mounting devices 100 and 101 shown in Figures 9-11 described later). The characteristics of the mounting device with an intermediate mass are shown by dashed or dotted lines in Figure 7. The mounting device with an intermediate mass has a second-order resonance point. However, as shown by the white arrow, the mounting device with an intermediate mass can suppress the transmission of high-frequency vibrations more effectively than conventional mounting devices.

[0085] In electric vehicles, the electric motor 81 rotates at high speed. When high-frequency vibrations generated by the power unit 8 are transmitted to the vehicle body, they become noise inside the vehicle. The mounting device 1, which includes an intermediate mass 5, can suppress the transmission of high-frequency vibrations generated by the power unit 8 to the vehicle body. The mounting device 1 is suitable for mounting a power unit 8, including the electric motor 81, in electric vehicles.

[0086] In a double rubber mount system, the characteristics of the mount device change from the dashed line to the dashed line in Figure 7 by (1) increasing the mass of the intermediate mass and / or (2) decreasing the spring constant of the elastic body connecting the intermediate mass and the vehicle body side member (i.e., corresponding to the first elastic body 42). A mount device that achieves (1) and / or (2) can further suppress the transmission of high-frequency vibrations.

[0087] In the mounting device 1 shown in Figures 1-6, the thickness T1 of the first elastic body 42 is relatively thin. The spring constant of the first elastic body 42 is small. In the mounting device 1, the spring constant of the elastic body connecting the intermediate mass and the vehicle body side member as described above (2) has been reduced.

[0088] Furthermore, the frame 6 of the mounting device 1 is not circular. The central part 71 of the hollow section 7 in which the intermediate mass 5 is housed has a rectangular shape when viewed along the axis in the vehicle width direction. The mounting device 1 is not constrained by the cylindrical shape of conventional bushing devices. The intermediate mass 5 of the mounting device 1 is larger than the intermediate mass of conventional bushing devices. The mounting device 1 also achieves the aforementioned (1) increase in the mass of the intermediate mass.

[0089] Therefore, the mounting device 1 can suppress the transmission of high-frequency vibrations. The mounting device 1 can keep the noise level inside the vehicle cabin low, even if the rated output of the electric motor 81 is high, for example.

[0090] Since the mounting device 1 achieves the reduction of the spring constant of the elastic body connecting the intermediate mass and the vehicle body-side member as described in (2) above, the desired characteristics can be secured without significantly increasing the mass of the intermediate mass 5. The realization of both (1) and (2) is advantageous for miniaturizing the entire mounting device 1.

[0091] In the mounting device 1, simply having a small spring constant for the first elastic body 42 is insufficient to ensure sufficient support rigidity for the power unit 8. However, because the central part 71 of the hollow section 7 of the mounting device 1 is rectangular, the thickness T2 of the second elastic body 43 can be increased in the direction supporting the weight of the power unit 8. As a result, the mounting device 1 can ensure sufficient support rigidity.

[0092] Mounting device 1 also supports the power unit 8 in a pendulum-type manner. As shown in Figure 8, when the vehicle accelerates due to the driving of the power unit 8, the upper end of the power unit 8 tends to be displaced backward due to the rotational reaction force. When the vehicle decelerates due to the braking of the power unit 8, the upper end of the power unit 8 tends to be displaced forward. The second bracket 4 of mounting device 1 is displaced relative to the first bracket 2 in the longitudinal direction due to the driving or braking of the power unit 8. In mounting device 1, the direction in which the weight of the power unit 8 is supported is different from the direction in which vibrations caused by the driving or braking of the power unit 8 are suppressed.

[0093] When the second bracket 4 is displaced rearward relative to the first bracket 2, the front first opposing surface 63 of the frame 6 comes into contact with the front first stopper 44, as shown by the white arrow in the enlarged view of Figure 8. This prevents the second bracket 4 from being displaced any further relative to the first bracket 2. Also, when the second bracket 4 is displaced forward relative to the first bracket 2, the rear first stopper 44 comes into contact with the rear first opposing surface 63. This prevents the second bracket 4 from being displaced any further relative to the first bracket 2.

[0094] Since the first stopper 44 is interposed between the frame 6 of the second bracket 4 and the intermediate mass 5, it restricts the relative displacement between the frame 6 and the intermediate mass 5, but does not restrict the relative displacement between the intermediate mass 5 and the sleeve 41. Even after the first stopper 44 restricts the relative displacement, the spring constant between the intermediate mass 5 and the sleeve 41, which are connected by the first elastic body 42, remains small. Maintaining a small spring constant does not impair the inertial effect of the intermediate mass in the double rubber mount system. The mount device 1 can suppress the transmission of high-frequency vibrations by the inertial effect of the intermediate mass 5 while suppressing large relative displacements between the second bracket 4 and the first bracket 2.

[0095] In electric vehicles that do not have an internal combustion engine, the first gap L1 can be made smaller because there is no idle vibration from the internal combustion engine. In electric vehicles, it is also possible to eliminate the first gap L1. In this case, the second elastic body 43 expands from the joint surface 65 to the connecting surface 64 and the first opposing surface 63, thereby connecting the first opposing surface 63 of the frame 6 with the front surface 51 and rear surface 52 of the intermediate mass 5. However, when the second elastic body 43 expands, vibrations are more easily transmitted between the frame 6 and the intermediate mass 5. As a result, during vehicle operation, vibrations caused by road surface irregularities, etc., are more easily transmitted to the vehicle body components, which is an undesirable consequence. It is more advantageous for the NVH performance of the vehicle if the second elastic body 43 connects only the joint surface 65 and the upper surface 54 of the intermediate mass 5, in other words, connects the frame 6 and the intermediate mass 5 in the direction that supports the weight of the power unit 8, and secures the first gap L1 between the frame 6 and the intermediate mass 5 in the direction of vibration of the power unit 8.

[0096] Furthermore, the first gap L1 can be made larger. The first gap L1 and the second gap L2 may be the same. However, making the first gap L1 smaller is advantageous for improving the vehicle's response to the driver's pedal operation. In other words, when the first gap L1 is small, the frame 6 quickly comes into contact with the intermediate mass 5 due to the rotational reaction force of the power unit 8 during the initial stages of acceleration when the driver presses the accelerator pedal. This contact between the frame 6 and the intermediate mass 5 substantially increases the spring constant of the second elastic body 43 between the frame 6 and the intermediate mass 5. This is equivalent to the spring of the mounting device 1 becoming stiffer during the initial stages of acceleration, thus improving the acceleration response.

[0097] The small first gap L1 achieves all of the following: suppression of high-frequency vibration transmission by maintaining a small spring constant between the intermediate mass 5 and the sleeve 41, improvement of the vehicle's NVH performance, and improvement of vehicle response due to a large spring constant between the frame 6 and the intermediate mass 5.

[0098] For example, when driving on rough roads, and / or during rapid acceleration or deceleration, if the relative displacement in the longitudinal direction between the second bracket 4 and the first bracket 2 becomes even larger, the first stopper 44 cannot restrict that relative displacement. In contrast, the second stopper 74 can restrict large relative displacements in the longitudinal direction between the second bracket 4 and the first bracket 2.

[0099] In other words, when the second bracket 4 is displaced relative to the first bracket 2 in the longitudinal direction, the second stopper 74 will strike the first bar 25 in the longitudinal direction, as shown by the black arrow in the enlarged view of Figure 8. Alternatively, the second stopper 74 will strike the second bar 26 in the longitudinal direction. The second bracket 4 is restricted from being displaced any further relative to the first bracket 2 in the longitudinal direction. Since the second gap L2 of the second stopper 74 is larger than the first gap L1 of the first stopper 44, basically the first stopper 44 will strike the first opposing surface 63 first, and then the second stopper 74 will strike the first bar 25 or the second bar 26. Depending on the displacement of the power unit 8, the first stopper 44 may not strike the first opposing surface 63, but the second stopper 74 may strike the first bar 25 or the second bar 26.

[0100] Furthermore, if the second bracket 4 and the first bracket 2 are displaced relative to each other in the vertical direction, the third stopper 76 will strike the first bar 25 in the vertical direction, as shown by the black arrow in the enlarged view of Figure 8. Alternatively, the third stopper 76 will strike the second bar 26 in the vertical direction. The second bracket 4 is restricted from being displaced any further relative to the first bracket 2 in the vertical direction. The first bar 25 and the second bar 26 restrict both relative displacement in the front-to-back direction and relative displacement in the vertical direction. The sharing of functions suppresses the increase in size of the mounting device 1.

[0101] Therefore, the mounting device 1 maintains a small spring constant due to the first elastic body 42 between the intermediate mass 5 and the sleeve 41, suppressing the transmission of high-frequency vibrations, while the first stopper 44, second stopper 74, and third stopper 76 suppress large relative displacements between the power unit 8 and the vehicle body side member. In other words, the multiple types of stoppers in the mounting device 1 achieve both the suppression of transmission of high-frequency vibrations due to the inertial effect of the intermediate mass 5 and the suppression of large relative displacements between the second bracket 4 and the first bracket 2.

[0102] The first elastic body 42, having a small spring constant and a thin thickness, suffers from significantly reduced durability against repeated loading. The first stopper 44, second stopper 74, and third stopper 76 of the mounting device 1 reduce the frequency of strain occurring inside the first elastic body 42 due to large loads acting upon it.

[0103] Here, the first stopper 44 and the second stopper 74 are offset in the vertical direction. The first stopper 44 and the second stopper 74 can perform their respective functions independently. Also, as shown in Figure 6, the first bar 25 and the second bar 26 are offset vertically with respect to the intermediate mass 5. Regarding the same height It is located in a specific position. This structure allows the mounting device 1 to be miniaturized in the vertical direction.

[0104] (Modified mounting device) Figures 9 and 10 show modified examples of the intermediate mass. The intermediate mass 50 of the mounting device 100 in Figures 9 and 10 has a greater mass than the intermediate mass 5 of the mounting device 1. Specifically, the frame 6 of the second bracket 4 has an upper wall 66 above the intermediate mass 5 and a lower wall 67 below it. A through hole 68 is formed, penetrating the upper wall 66 in the vertical direction.

[0105] The projection 550 of the intermediate mass 50 extends significantly upward. The tip of the projection 550 protrudes outside the frame 6 through the through hole 68. The intermediate mass 50 has a greater mass than the intermediate mass 5 shown in Figure 5, etc. The intermediate mass 50 is not limited to being shaped to fit inside the frame 6. By having a part of the intermediate mass 50 protrude from the frame 6, the mass of the intermediate mass 50 can be significantly changed without significantly altering the overall shape of the mounting device 100.

[0106] Furthermore, through holes may be formed in the lower wall 67. The intermediate mass may have projections that protrude downward through the through holes. Also, through holes may be formed in both the upper wall 66 and the lower wall 67. The intermediate mass may have projections that protrude upward and downward through these through holes.

[0107] Figure 11 shows a modified example of the first stopper. In the mounting device 101 of Figure 11, the first stopper 440 is attached to the first opposing surface 63 of the frame 6, rather than to the intermediate mass 5. The front first stopper 440 protrudes rearward from the first opposing surface 63, and the rear first stopper 440 protrudes forward from the first opposing surface 63. The first stopper 440 faces the front surface 51 or rear surface 52 of the intermediate mass 5 with a predetermined gap between them. The first stopper 440 of this mounting device 1 also performs the same function as the first stopper 44 of the mounting device 1 in Figure 6.

[0108] Furthermore, the second stopper may be attached to the first front surface 31 of the first bar 25 and the second rear surface 36 of the second bar 26. Also, the third stopper may be attached to the first upper surface 33 and first lower surface 34 of the first bar 25, and the second upper surface 37 and second lower surface 38 of the second bar 26. [Explanation of Symbols]

[0109] 1. Mounting device (vibration isolation device) 100 Mounting device 101 Mounting device 2. First bracket 211 Fastening hole 25 First Bar 26. Second Bar 30 Mounting bolts 4. Second bracket 41 sleeves 42 First elastic body 43. Second elastic body 44 First Stopper 440 First Stopper 5 Intermediate squares 50 Intermediate squares 550 Protrusion 56 Insertion hole 6 Frame 62 Mounting part 63 First opposing surface 66 Upper wall 67 Lower wall 68 Through hole 7 Hollow part 71 Central part 72 Expansion section 73 Second opposing surface 74 Second Stopper 75 Third opposing surface 76 Third Stopper 8 Power Units 81 Electric motor 92 Front side frame (vehicle body) 94 Suspension housing (vehicle body)

Claims

1. A mounting device that is attached to the body of an automobile and supports a power unit including an electric motor on the body, A first bracket is rigidly fixed to the vehicle body and has bolt fastening holes, The power unit is attached to a second bracket which is supported by the first bracket, and the power unit is attached to the second bracket which is supported by the first bracket. The second bracket is, A sleeve fixed to the first bracket by the bolt screwed into the fastening hole, the sleeve extending from the first bracket in the vehicle width direction, An intermediate mass having an insertion hole that is fitted onto the sleeve, A first elastic body is filled in the cylindrical space between the sleeve and the intermediate mass and connects the sleeve and the intermediate mass, A frame body that surrounds the intermediate mass vertically and longitudinally in the vertical and longitudinal directions perpendicular to the vehicle width direction, having a hollow portion on the inside that houses the intermediate mass, and having a mounting portion on the outside to which the power unit is attached, A second elastic body connecting the inner surface of the frame and the intermediate mass, the second elastic body supporting the power unit through the frame and transmitting vibrations of the power unit from the frame to the intermediate mass, The frame has a surface that forms a part of the hollow portion, and each of the front and rear of the intermediate mass has a first opposing surface that faces the intermediate mass in the front-rear direction, The second bracket has a first stopper interposed between the first opposing surface and the intermediate mass, and leaving a first gap with respect to the first opposing surface or the intermediate mass. The first stopper is a mounting device that strikes the first opposing surface or the intermediate mass in the front-rear direction when the second bracket is displaced relative to the first bracket in the front-rear direction due to the driving or braking of the power unit.

2. In the mounting device according to claim 1, The first bracket has at least one bar that extends in the vehicle width direction and whose tip is located within the hollow portion, The frame has a surface that forms part of the hollow portion, and has a second opposing surface that faces the bar in the front-rear direction relative to the bar, either in front of or behind the bar. Between the bar and the second opposing surface, a second stopper is interposed that strikes the bar or the second opposing surface in the front-rear direction when the second bracket is displaced relative to the first bracket in the front-rear direction. A mounting device wherein the second stopper leaves a second gap larger than the first gap with respect to the bar or the second opposing surface.

3. In the mounting device according to claim 2, The first bracket has two bars located in front of and behind the intermediate mass, Both of the aforementioned bars are located at the same height relative to the intermediate mass in the vertical direction. The hollow portion has a central part in which the intermediate mass is housed, and two extended parts in front of and behind the central part in which the bar is housed. A mounting device in which the central portion and the two extended portions are in communication with each other, and the hollow portion forms an inverted T shape when viewed along the axis in the vehicle width direction.

4. In the mounting device according to claim 3, The frame has a surface that forms part of the hollow portion, and above and below each of the bars, it has a third opposing surface that faces the bar in the vertical direction, A mounting device wherein a third stopper is interposed between the bar and the third opposing surface, which strikes the bar or the third opposing surface in the vertical direction when the second bracket is displaced relative to the first bracket in the vertical direction.

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