A power train supporting structure for a vehicle is provided with: a power train including a transversely disposed engine, a transmission, and a transfer; and a rear mount bracket which connects a rear portion of the power train and a suspension cross member. A front portion of the rear mount bracket is connected to the transfer at a position which is below a drive shaft, and is in a vehicle up-down directional area that is an overlapping of the transmission and the transfer in view of the vehicle width direction.

An engine mounting structure is configured to includes an engine which is disposed in an engine compartment; an engine mount which fixes the engine to a vehicle body; and an engine support bracket which fixes a first side surface of the engine to the engine mount, in which the engine support bracket includes a cooling portion which cools the engine support bracket by use of a fluid flowing into the engine compartment.

The invention relates to a vehicle powertrain that includes an internal combustion engine, a transmission driving at least two wheels, and an intermediate unit connecting the engine and a transmission housing enclosing the transmission. The intermediate unit is configured to allow relative rotation between the engine and the transmission housing about an axis (X) that is colinear with an engine output shaft and a transmission input shaft. The arrangement prevents engine vibrations from being transmitted to the transmission, and prevents torque shock from the vehicle wheels from being transmitted to the engine.

An engine mounting structure is configured to includes an engine which is disposed in an engine compartment; an engine mount which fixes the engine to a vehicle body; and an engine support bracket which fixes a first side surface of the engine to the engine mount, in which the engine support bracket includes a cooling portion which cools the engine support bracket by use of a fluid flowing into the engine compartment.

A motor vehicle includes an engine assembly housed in a bay, a subframe adjacent a bottom of the bay, a bulkhead adjacent a rear of the bay, and a catch structure extending laterally across the bay above the subframe and adjacent an upper end of the bulkhead. A lower catch hook is coupled to the engine assembly and configured to engage the subframe and transfer load from the engine assembly to the subframe when the engine assembly moves toward the bulkhead during a collision. An upper catch hook is coupled to the engine assembly and configured to engage the catch structure and transfer load from the engine assembly to the catch structure when the engine assembly moves toward the bulkhead during the collision. The catch structure may be a cable connected to left and right suspension towers.

A protrusion (54) acting as an engagement portion is provided to a root (52) of a spindle (5) to an engine. An extending portion (45) extending above the root (52) of the spindle (5) is provided to a stopper (4). An opening (46) acting as a coupler is provided to the extending portion (45). The protrusion (54) and the opening (46) engage with each other, thereby reducing the risk of the spindle (5) coming off and regulating relative displacement of an upper rigid member (2) supporting the spindle (5) inserted into the upper rigid member (2).

A main frame includes a pair of left and right first frame pieces which extends rearwardly from above an engine, a pair of left and right second frame pieces each extending from a front portion in a direction slantwise downwardly and rearwardly of the associated first frame piece, and a pair of left and right third frame pieces each extending rearwardly from a lower end of the associated second frame piece through laterally of a cylinder block. The first mount section for supporting the front portion of the engine is constituted by a rubber mount in which a pair of left and right support portions, provided at respective joints between the second frame pieces and the third frame pieces, and a pair of first to-be-supported portions are connected together. The support portions are connected together through a connecting member that extends in a leftward and rightward direction.

A hydraulic mount for a vehicle shock absorber includes a first housing portion, a second housing portion, an orifice plate and a diaphragm connected together to define a first chamber and a second chamber in the hydraulic mount. A first resilient member disposed on the orifice plate defines a first sub-chamber in the first chamber and a second resilient member disposed on the orifice plate defines a second sub-chamber in the second chamber.

An engine mount structure capable of efficiently absorbing vibration input from an engine is provided. The engine mount structure includes a front mount device 20 which is connected to an engine 1 and a subframe 10 to suppress vibration transmission from the engine 1 side to the subframe 10 side. A dynamic damper 26 connected to the subframe 10 to suppress vibration of the subframe 10 is disposed in a hole portion 11b, and an opening of the hole portion 11b is formed in an upper surface portion 11a of a front subframe member component 11 located on a lower side of the front mount device 20.

A mount member is located between a front cross member and a power unit of a suspension member. The mount member includes a damper fixed to the front cross member of the suspension member and a bracket fixed to an upper end of the damper. The bracket couples the damper to the power unit. An extension wall extends downward from the bracket. The extension wall at least partially overlaps the damper in a side view.