Asymmetric Bracket Mount for Engine Displacement Control
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Solution Overview
Problem
Existing vibration isolating mounts for vehicle engines fail to effectively suppress excessive displacement during vehicle acceleration and deceleration, as they do not differentiate between the inertial forces and engine rotational frequencies associated with these conditions, leading to inadequate vibration and noise reduction.
Innovation Solution
A vibration isolating mount design with a bracket connecting part where the rear wall thickness is greater than the front wall thickness, and the space between the rear wall and the housing stopper surface is smaller than that between the front wall and the housing stopper surface, allowing for differential reaction forces to manage displacement during acceleration and deceleration, along with a tapered rear wall and a mass body on the housing to shift resonance frequencies and reduce noise.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the front wall and rear wall of the auxiliary vibration isolating member are configured with identical thickness, then the structure is simple and easy to manufacture, but the function of suppressing excessive displacement of the engine during acceleration and deceleration is ineffective
Solution Approach 1:
The patent applies local quality by configuring the rear wall of the auxiliary vibration isolating member with a different thickness than the front wall. Specifically, the rear wall is made thicker to provide greater suppression capability during acceleration when the engine tends to move forward, while the front wall maintains a smaller thickness since the engine tends to move backward during deceleration when braking is applied. This localized differentiation optimizes the suppression function for each operational condition without requiring complete structural redesign.
Solution Approach 2:
The patent implements asymmetry by making the rear wall thickness different from the front wall thickness in the auxiliary vibration isolating member. This asymmetric configuration allows the structure to handle the different inertial forces experienced during acceleration and deceleration differently, with the thicker rear wall providing enhanced support during acceleration when larger inertial forces act on the engine.
2Reliability
If the rear wall of the auxiliary vibration isolating member is made larger in thickness, then the suppression function during acceleration is improved, but the manufacturing complexity and material usage increase
Solution Approach 1:
The patent applies local quality by configuring the rear wall of the auxiliary vibration isolating member with a different thickness than the front wall. Specifically, the rear wall is made thicker to provide greater suppression capability during acceleration when the engine tends to move forward, while the front wall maintains a smaller thickness since the engine tends to move backward during deceleration when braking is applied. This localized differentiation optimizes the suppression function for each operational condition without requiring complete structural redesign.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The design effectively suppresses excessive displacement and noise during vehicle acceleration and deceleration by generating appropriate reaction forces and reducing resonance, enhancing occupant comfort and noise reduction.
Implementation Method 1
a vibration isolating mount which accommodates an elastic member in the interior of a housing fixed to a vehicle body
Implementation Method 2
the inertial force occurred by the acceleration at the time of sudden start is larger than the inertial force occurred by the deceleration at the time of braking
Data Source
AI summary
A vibration isolating mount 17 accommodates an elastic member 20 in the interior of a housing 18 fixed to a vehicle body 16 and a bracket 22 one end of which is fixed to the driving source 11. The other end of the bracket 22 is engaged in a bracket connecting part 21 provided in the elastic member 20. A space β in the longitudinal direction between a rear wall 21d of the bracket connecting part 21 and a rear stopper surface 18e of the housing 18 is set to be smaller than a space α in the longitudinal direction between the front wall 21c of the bracket connecting part 21 and a front stopper surface 18d of the housing 18, so that the rearward displacement of the driving source 11 may be effectively suppressed.