JPS60172742A - Mounting device of power unit - Google Patents
Mounting device of power unitInfo
- Publication number
- JPS60172742A JPS60172742A JP2612984A JP2612984A JPS60172742A JP S60172742 A JPS60172742 A JP S60172742A JP 2612984 A JP2612984 A JP 2612984A JP 2612984 A JP2612984 A JP 2612984A JP S60172742 A JPS60172742 A JP S60172742A
- Authority
- JP
- Japan
- Prior art keywords
- power unit
- mass
- mounting device
- mass member
- vibration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/04—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper
- F16F13/26—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper characterised by adjusting or regulating devices responsive to exterior conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/04—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper
- F16F13/06—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper the damper being a fluid damper, e.g. the plastics spring not forming a part of the wall of the fluid chamber of the damper
- F16F13/22—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper the damper being a fluid damper, e.g. the plastics spring not forming a part of the wall of the fluid chamber of the damper characterised by comprising also a dynamic damper
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Combined Devices Of Dampers And Springs (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分針）
本発明はパワーユニットを車体に弾性支持するマウンテ
ィング装置、特に中１！Ｊ部に質量部材を設けたマウン
ティング装置の改良に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial use minute hand) The present invention relates to a mounting device for elastically supporting a power unit on a vehicle body, especially for middle-sized vehicles! This invention relates to an improvement of a mounting device in which a mass member is provided at the J section.
（従来技術）
従来の中間部に質量部材を設けたマウンティング装置と
しては第１図に示す装置が知られている。(Prior Art) A device shown in FIG. 1 is known as a conventional mounting device in which a mass member is provided at an intermediate portion.
（実開昭５８−７９４５）第１図においてこのマウンテ
ィング装置はパワーユニット側取付部材１と車体側取付
部材２との中間位置に質量部材８を配置し、取付部材１
と質量部材８との間を弾性部材４により連結し、質量部
材８と取付部材２との間を弾性部材５により連結してい
る。(Utility Model Application No. 58-7945) In Fig. 1, this mounting device has a mass member 8 placed at an intermediate position between the power unit side mounting member 1 and the vehicle body side mounting member 2, and the mounting member 1
and the mass member 8 are connected by an elastic member 4, and the mass member 8 and the mounting member 2 are connected by an elastic member 5.
第２図はこのマウンティング装置の機械モデルを示す図
であり、Ｆはパワーユニットの加振入力、Ｋｏは弾性部
材４のばね定数、Ｋｇは弾性部材５のはね定数、ｍは質
量部材８の質量、Ｐは車体に伝達する力を示す。FIG. 2 is a diagram showing a mechanical model of this mounting device, where F is the excitation input of the power unit, Ko is the spring constant of the elastic member 4, Kg is the spring constant of the elastic member 5, and m is the mass of the mass member 8. , P indicates the force transmitted to the vehicle body.
この様な関係において、加振周波数（ｒ ａｄ／ｓｅ
ｃ ）が０の時の車体に伝達する力をＰ。とじ、Ｗの時
の車体に伝達する力をＰｗとして、系の振動伝達率を２
０臀−として質量部材８の質量ｍを１．０〜に設定した
場合と質量ｍが（）〜すなわち質量部材がない場合の特
性を、縦軸に振動伝達率Ｔを取り、横軸に加振周波数ｒ
−−！！−（Ｈ，Ｌ）を取って示した特性２π
図である。In this relationship, the excitation frequency (rad/se
P is the force transmitted to the vehicle body when c) is 0. When closing, the force transmitted to the car body at W is Pw, and the vibration transmission rate of the system is 2.
0 hips and the mass m of the mass member 8 is set to 1.0~, and the characteristics when the mass m is ()~, that is, there is no mass member, are plotted with the vibration transmissibility T on the vertical axis and the addition on the horizontal axis. vibration frequency r
--! ! -(H,L) is a characteristic 2π diagram.
第８図から明らかなように中間に質量部材を有さないマ
ウンティング装置に比較して中間に質量部材を有するマ
ウンティング装置は比較的高い周波数の振動に対しては
振動伝達率が周波数が増大するに従って小さくなり防振
効果が高いことがわかる。しかしながら、比較的低い周
波数、特にマウンティング装置の共振周波数付近におい
ては振動伝達率が最も高くなっており防振効果が悪くな
っている。As is clear from FIG. 8, compared to a mounting device that does not have a mass member in the middle, the vibration transmission rate of the mounting device with a mass member in the middle decreases as the frequency increases. It can be seen that the size is small and the vibration-proofing effect is high. However, at relatively low frequencies, particularly near the resonance frequency of the mounting device, the vibration transmission rate is highest and the vibration isolation effect is poor.
このためこのような中間に質量部材を有するマウンティ
ング装置ではパワーユニットの問題となる振動が比較的
高い周波数で発生する場合には高い防振効果を発揮する
が、比較的低い周波数で発生する場合には問題が起こる
。例えば４サイクル４気筒エンジンの場合回転２次加撮
力による車室内騒音は８０〜２００ Ｈｚで問題となる
場合が多い。For this reason, such a mounting device with a mass member in the middle exhibits a high vibration-proofing effect when the problematic vibration of the power unit occurs at a relatively high frequency, but when it occurs at a relatively low frequency, Problems arise. For example, in the case of a 4-cycle, 4-cylinder engine, noise within the vehicle interior due to secondary rotational force often becomes a problem at frequencies of 80 to 200 Hz.
第Ｂ図ノｍ−１．０に９のマウンティング装置でハ共振
周波数が９０ ｔ（Ｚ １１度となっており、１４０Ｈ
２以上の周波数域では効果があるが、それ以下の問題と
なる周波数域では振動伝達率が高く使用に耐えない。１
４０ Ｈｚ以下の加振周波数において振動伝達率が低く
なるようにするためにはマウンティング装置の共振周波
数を適切な周波数まで下げれば良いのだがζ１ごれには
マウンティング装置のはね定数を小さくするか質量部材
を重くしなければならない。ところが、はね定数を低減
させれば荷重を支持する弾性部材の耐久性の恋化やパワ
ーユニットの動き敏増大をまねき、質量部材の質量増大
はマウンティング装置の大型化をまねくという問題点が
あった。At m-1.0 in Figure B, the mounting device 9 has a resonant frequency of 90t (Z 11 degrees, and 140H).
It is effective in a frequency range of 2 or more, but in a problematic frequency range below that, the vibration transmission rate is high and it cannot be used. 1
In order to lower the vibration transmissibility at an excitation frequency of 40 Hz or less, it is sufficient to lower the resonant frequency of the mounting device to an appropriate frequency, but for ζ1 damage, it is necessary to reduce the spring constant of the mounting device. The mass member must be made heavier. However, there were problems in that reducing the spring constant would reduce the durability of the elastic member that supports the load and increase the movement of the power unit, and increasing the mass of the mass member would lead to an increase in the size of the mounting device. .
（発明の目的）
本発明の目的はこのような従来の中間に質量を有スルパ
ワーユニットのマウンティング装置の利点を生かしつつ
問題点を解決したパワーユニットのマウンティング装置
を得ることである。(Object of the Invention) An object of the present invention is to obtain a mounting device for a power unit that solves the problems while taking advantage of the advantages of the conventional mounting device for a power unit having an intermediate mass.
（発明の構成）
この目的を達成するため本発明のパワーユニットのマウ
ンティング装置は第４図のクレーム対応図に示すようパ
ワーユニット側に取付ける第１弾性部材６と、車体側に
取付ける第２弾性部材７と。(Structure of the Invention) In order to achieve this object, the power unit mounting device of the present invention includes a first elastic member 6 attached to the power unit side and a second elastic member 7 attached to the vehicle body side, as shown in the diagram corresponding to the claims in FIG. .
前記第１弾性部材と第２弾性部材とを連結する中間部材
８と、この中間部材に固定および解放可能に弾性支持し
た質量部材９と、前記パワーユニットの振動発生状態検
出手段１０と、この手段１０の信号に基づいて前記質量
部材９の固定および解放を制御する駆動制御装置ｉｌ！
１１とを具え、前記質量部材９を←侍譬勢キ噂中間部材
８に固定した状態と、前記質量部材９を前記中間部材８
から解放した状態と２前記制御装置１１により前記手段
１０に基づい゛て切換えるようにしたことを特徴とする
ものである。An intermediate member 8 that connects the first elastic member and the second elastic member, a mass member 9 fixedly and releasably elastically supported on the intermediate member, means 10 for detecting the state of vibration of the power unit, and this means 10. A drive control device il! that controls fixing and release of the mass member 9 based on a signal of il!
11, the mass member 9 is fixed to the intermediate member 8, and the mass member 9 is fixed to the intermediate member 8.
The present invention is characterized in that the control device 11 switches between the state in which it is released and the control device 11 based on the means 10.
（実施例）
以下に図面を参照して本発明のパワーユニットのマウン
ティング装置を詳述する。(Example) The power unit mounting device of the present invention will be described in detail below with reference to the drawings.
第５図は本発明のバワーユにニットのマウンティング装
置の第１実施例を示す図である。第５図において取付部
材２０はその下端に第１弾性部材２１の一端を焼寸接着
しボルト２２により図示してないパワーユニットに取付
ける。取付部材２８には第２弾性部材２４の一端を焼付
接着しボルト２５により図示してない車体に叡付ける。FIG. 5 is a diagram showing a first embodiment of a knit mounting device on a bower according to the present invention. In FIG. 5, the mounting member 20 has one end of the first elastic member 21 bonded to its lower end, and is attached to a power unit (not shown) using bolts 22. One end of the second elastic member 24 is bonded to the mounting member 28 by baking, and is attached to the vehicle body (not shown) with a bolt 25.
第１及び第２弾性部材２１および２４の他端は中間部材
２６に焼付接着し、両弾性部材２１．２４を連結してい
る。この中間部材２６は内側に弾性体２７により質量部
材２８を支持し、中間部材２６と弾性体２７と質量部材
２Ｂとにより囲まれた空間を圧力室２９とする。この圧
力室２９は負圧アクチュエータとして作用し質量部材２
８の固定および解放を行なうためのものである。圧力室
２９には通路８０を通じてツレ／イド弁８１を接続する
。The other ends of the first and second elastic members 21 and 24 are baked and bonded to the intermediate member 26, thereby connecting both elastic members 21 and 24. This intermediate member 26 supports a mass member 28 by an elastic body 27 inside, and a pressure chamber 29 is defined as a space surrounded by the intermediate member 26, the elastic body 27, and the mass member 2B. This pressure chamber 29 acts as a negative pressure actuator and the mass member 2
8 for fixing and releasing. A strain/idle valve 81 is connected to the pressure chamber 29 through a passage 80.
このツレ／イド弁ａ１は制御装置本体δ２の作動により
真空圧または大気圧を通路３０を通して圧力室２９内に
供給する。これら圧力室２９、通路８０、ソレノイド弁
８１、制御装置８２により駆動制御装置８５を形成して
いる。制御装置本体−８２はパワーユニットの振動発生
状態検出手段たるエンジン回転数センサ８８ａ及びトッ
プギヤセンサ８８ｂからの信号に基づいてソレノイド弁
８１の作動制御を行なう。８４はストッパである。This slide/idle valve a1 supplies vacuum pressure or atmospheric pressure into the pressure chamber 29 through the passage 30 by the operation of the control device main body δ2. These pressure chamber 29, passage 80, solenoid valve 81, and control device 82 form a drive control device 85. The control device main body 82 controls the operation of the solenoid valve 81 based on signals from an engine rotation speed sensor 88a and a top gear sensor 88b, which are means for detecting vibration occurrence state of the power unit. 84 is a stopper.
次にこのマウンティング装置の作用を第６図に示した制
御装置本体８２のフローチャート及び第７図の機械モデ
ルに基づいて説明する。Next, the operation of this mounting device will be explained based on the flowchart of the control device main body 82 shown in FIG. 6 and the mechanical model shown in FIG. 7.
制御装置本体８２はまずステップ■においてエンジン回
転数センサー１３８ａ及びトップギヤセンサ８８ｂから
の信号を読み取り、次にステップ■においてエンジン回
転数Ｎがエンジンのこもり音の発生する所定の領域（Ｎ
ｏ≦Ｎ ＝ Ｎｌ 。The control device main body 82 first reads the signals from the engine rotation speed sensor 138a and the top gear sensor 88b in step (2), and then in step (2) the engine rotation speed N falls within a predetermined region (N
o≦N=Nl.
Ｎ −１５０Ｏｒｐｍ 、 Ｎ、 ７４０００ｒｐｍ
）か否かの判断を行なう。そしてエンジン回転数がこの
範囲に入っている場合、にはステップ■に進みギヤがト
ップか八
否かを判断する。ギヤがトップに入っている場合はエン
ジンからの回転数がエンジンマウントの加振周波数が第
８図のｂの範囲ヒなりこもり音の発生領域に入っている
と判断し、ステップ■に進みソレノイド弁８１をＯＦＦ
とする。、この結果ｆｌｐｉｂ図に示すよう圧力室２９
内に大気圧が導入され質量部材は解放される。この状態
を機械モデルで示したのが第７図である。第７図におい
てＦはパワーユニットの加振人力、Ｋｏは弾性部材２１
のばね定数、Ｋ、は弾性部材２４のばね定数、Ｋ８は弾
性部材２７のばね定数、ｍは質量部材２８の質量を示し
ている。第２図に示した機械モデルが１自由度であるの
に対しこの第７図に示した機械モデルは２自由度となっ
ている。このため振動伝達率が１自由度系のエンジンマ
ウントのようにこの領域で上昇することがなく質量部材
２８の制振作用により下降する。従ってこもり音の発生
を効果的に防止することができる。N-150Orpm, N, 74000rpm
). If the engine speed is within this range, proceed to step (3) to determine whether the gear is in top gear or not. If the gear is in the top position, it is determined that the rotational speed from the engine and the excitation frequency of the engine mount are within the range b in Figure 8 where the muffled sound occurs, and the process proceeds to step ■, where the solenoid valve is closed. Turn off 81
shall be. As a result, the pressure chamber 29 is
Atmospheric pressure is introduced within and the mass member is released. FIG. 7 shows this state using a mechanical model. In Fig. 7, F is the human force for excitation of the power unit, and Ko is the elastic member 21.
K is the spring constant of the elastic member 24, K8 is the spring constant of the elastic member 27, and m is the mass of the mass member 28. While the mechanical model shown in FIG. 2 has one degree of freedom, the mechanical model shown in FIG. 7 has two degrees of freedom. Therefore, the vibration transmissibility does not increase in this region unlike an engine mount with one degree of freedom, but decreases due to the damping action of the mass member 28. Therefore, generation of muffled sounds can be effectively prevented.
ステップ■においてエンジン回転数Ｎが１５００ ｒｐ
ｍ４Ｎ≦４０００ ｒｌ）ｍ ＋７）間に入ってイナｔ
ｚ’場合、及びステップ■においてギヤがトップ以外に
入っている場合には２自由度系のままでは加振周波数が
低い側で質量部材２８が共振する等して振動伝達率が悪
化するため、ステップ■に進み、ソレノイド８１をＯＦ
Ｆにする。この結果圧力室２９内には負圧が導入され質
量部材２８がストッパ８４Ｅ介して中間部材２６に一体
に吸着される。この結果、機械振動モデルは第２図と同
様な１自由度系となる。従って質量部材２８が共振して
振動伝達率が悪化することなく、車室内騒音を効果的に
防止することができる◇
以上の結果をまとめると第８図のようになる。At step ■, the engine speed N is 1500 rp.
m4N≦4000 rl)m +7) Ina t between
In case z' and when the gear is in a position other than the top in step ■, if the system remains as a two-degree-of-freedom system, the mass member 28 will resonate on the side where the excitation frequency is low, and the vibration transmissibility will deteriorate. Proceed to step ■ and turn off solenoid 81.
Make it F. As a result, negative pressure is introduced into the pressure chamber 29, and the mass member 28 is integrally attracted to the intermediate member 26 via the stopper 84E. As a result, the mechanical vibration model becomes a one-degree-of-freedom system similar to that shown in FIG. Therefore, the noise inside the vehicle can be effectively prevented without causing resonance of the mass member 28 and deteriorating the vibration transmissibility. The above results are summarized as shown in FIG. 8.
すなわち、第８図は第２図の１自由変機械モデルの特性
と第７図の２自由度の機械モデルの特性とを同時に図示
したもので、Ａは第２図の１自由度機械モデルの特性を
示し、Ｂは第７図の２自由度機械モデルの特性を示して
いる。なお図示例ではｍ’−０，８に９に設定しである
。本実施例のパワーユニットのマウンティング装置は第
８図のａの区間では実線で、示す１自由度系のＡの特喚
を用いｂの区間では実線で示す２自由度糸のＢの特性を
用いている。従って、比較的低い周波数から高い周波数
まで振動伝達率を低く保ち高い防振性を得ることができ
る。That is, FIG. 8 shows the characteristics of the one-freedom variable mechanical model in FIG. 2 and the characteristics of the two-degree-of-freedom mechanical model in FIG. B shows the characteristics of the two-degree-of-freedom mechanical model in FIG. In the illustrated example, m'-0,8 is set to 9. The mounting device for the power unit of this embodiment uses the characteristic of A of the one-degree-of-freedom system shown by the solid line in the section a of FIG. There is. Therefore, it is possible to maintain a low vibration transmission rate from a relatively low frequency to a high frequency and obtain high vibration isolation performance.
このように本実施例のマウンティング装置では広い周波
数域にわたって振動伝達率を低くし高い防振性を得るこ
とができ、例えば高い周波数において発生するギヤ音や
燃焼音を効果的に低減するとともに４サイクル４気筒エ
ンジンにおいて回転２次撮動により車室内騒音の発生し
やすい８０〜２００ Ｈ２，の範囲の周波数域において
も振動伝達率が低く高い防振効果が得られ、かつ質量部
材を特に重くする必要がないのでマウンティング装置の
重量増加、大型化が１びフストの増大をまねくことがな
く、また荷重を支持する弾性部材も特にはね定数を低減
させなくともよいので、弾性部材の耐久性が悪化するこ
ともないという利点が得られる。In this way, the mounting device of this embodiment can lower the vibration transmission rate over a wide frequency range and obtain high vibration isolation. For example, it can effectively reduce gear noise and combustion noise that occur at high frequencies, and also Even in the frequency range of 80 to 200 H2, where in-vehicle interior noise is likely to occur due to rotational secondary imaging in a 4-cylinder engine, the vibration transmission rate is low and a high vibration isolation effect can be obtained, and the mass member does not need to be particularly heavy. There is no need to reduce the spring constant of the elastic member that supports the load, so the weight and size of the mounting device will not increase, and the durability of the elastic member will not deteriorate. You get the advantage of not having to do anything.
第９図は本発明のパワーユニットのマウンティング装置
の第２実施例を示す図である。第９図において取付部材
４０はその下端に板部材４１を固着し、この板部材４１
および取付部１Ｓ４０に第１弾性部材４２の一端を焼付
接着する。取付部材４０はボルト４８により図示してな
いパワーユニットに取付ける。第１弾性部材４２の他端
は板部材４４に焼付接着する。この板部材４４の下端に
は板部材４５．４６をかしめにより一体に固定し、これ
ら板部材ｊ４，４５．４６により中間部材４７を構成す
る。板部材４４．４５．４６のかしめ部にはダイヤプラ
ム４８′ｆｔ挟持し、このダイヤフラム４８に質量部材
４９を取付ける。板部材４５をダイヤプラム４８との間
には負圧アクチュエータの役割りをする圧力室５０が形
成され、この圧力室５０は空気孔５１より可撓性管５２
、中空部材５８、および板部材４１と取付部材４０との
間に形成される密閉された空間５４を通り空気孔５５に
連通し、空気孔５５にはツレイド弁５６を接続する。こ
のソレノイド弁５６は前述の実施例と同様な制御を行な
う制御装置本体５７の作動により負圧、または大気圧を
空気孔５５、空間５４、中空部材５８、可撓性管５２、
および空気孔５１を通して圧力室５０内に導く。制御装
置本体５７は振動状態検出手段たるエンジン回転数セン
サ５８からの信号に基づいてソレノイド弁５６の作動制
御を行なう。板部材４６には第２弾性部材５９の一端を
焼付接着し、取付部材６０および取付部材６０に固着し
た板部材６１に弾性部材５９の他端を焼付接着する。こ
の取付部材６０はボルト６２により図示してない車体に
取付ける。なお６８．６４はストッパである。FIG. 9 is a diagram showing a second embodiment of the power unit mounting device of the present invention. In FIG. 9, the mounting member 40 has a plate member 41 fixed to its lower end, and this plate member 41
Then, one end of the first elastic member 42 is bonded to the attachment portion 1S40 by baking. The mounting member 40 is attached to a power unit (not shown) using bolts 48. The other end of the first elastic member 42 is bonded to the plate member 44 by baking. Plate members 45 and 46 are integrally fixed to the lower end of this plate member 44 by caulking, and an intermediate member 47 is constituted by these plate members j4 and 45 and 46. A diaphragm 48'ft is held between the caulked portions of the plate members 44, 45, and 46, and a mass member 49 is attached to this diaphragm 48. A pressure chamber 50 serving as a negative pressure actuator is formed between the plate member 45 and the diaphragm 48 , and this pressure chamber 50 is connected to a flexible tube 52 through an air hole 51 .
, a hollow member 58 , and a sealed space 54 formed between the plate member 41 and the mounting member 40 to communicate with an air hole 55 , and a Threid valve 56 is connected to the air hole 55 . This solenoid valve 56 applies negative pressure or atmospheric pressure to the air hole 55, space 54, hollow member 58, flexible tube 52,
and guided into the pressure chamber 50 through the air hole 51. The control device main body 57 controls the operation of the solenoid valve 56 based on a signal from an engine rotation speed sensor 58 which is a vibration state detection means. One end of the second elastic member 59 is bonded by baking to the plate member 46, and the other end of the elastic member 59 is bonded by baking to the mounting member 60 and the plate member 61 fixed to the mounting member 60. This mounting member 60 is attached to a vehicle body (not shown) with bolts 62. Note that 68 and 64 are stoppers.
この第２実施例のマウンティング装置では質量部材４９
は圧力室５０内に負圧を導入することにより中間部材４
７に一体に固定され、圧力室５０内に大気圧を導入する
ことにより中間部材４７から解放され中間部材４７にダ
イヤプラム４８により弾性支持されることになる。なお
圧力室５０の圧力制御は前述の第５図の実施例と略同様
に制御装置本体５７においてエンジン回転数センサ５８
により得られたエンジン回転数より加振周波数を判断し
、加振周波数が第８図のａまたはＣの区間にある時には
ソレノイド弁５６により圧力室５０内に真空圧を導入し
、加振周波数がｂの区間にある時には圧力室５０内に大
気圧を導入するよう制御する。このように制御すること
によりこの第２実施例のマウンティング装置においても
前述の第１実施例のマウンティング装置と同様の効果を
得ることができる。なお本発明の効果を良好に得るため
には中間部材の質量と質屋部材の質量との差が大きく、
かつ中間部材の質量は軽い方が良いが、この第２実施例
のマウンティング装置では質量部材４９をダイヤフラム
４８により弾性的に支持しているため弾性ゴム等を用い
る場合に比べて重量がかなり軽減でき、これにより中間
部材に加わる質量部材以外の重量を軽減することができ
る。なお中間部材に例えばＦＲＰのような軽い材料を用
いれば更に中間部材の軽量化が可能になり、また質量部
材４９に鉛等の重い材質のものを用いれば質量部材の大
きさを小さくすることができ、マウンティング装置全体
を小型化することも可能となる。In the mounting device of this second embodiment, the mass member 49
By introducing negative pressure into the pressure chamber 50, the intermediate member 4
7, and is released from the intermediate member 47 by introducing atmospheric pressure into the pressure chamber 50, and is elastically supported by the intermediate member 47 by the diaphragm 48. The pressure in the pressure chamber 50 is controlled by an engine rotation speed sensor 58 in the control device main body 57 in substantially the same way as in the embodiment shown in FIG.
The excitation frequency is determined from the engine rotational speed obtained by , and when the excitation frequency is in the section a or C in FIG. When in the section b, control is performed to introduce atmospheric pressure into the pressure chamber 50. By controlling in this way, the mounting device of the second embodiment can also achieve the same effects as the mounting device of the first embodiment. In addition, in order to obtain the effects of the present invention well, the difference between the mass of the intermediate member and the mass of the pawnshop member is large;
Also, it is better if the mass of the intermediate member is light, but in the mounting device of this second embodiment, the mass member 49 is elastically supported by the diaphragm 48, so the weight can be reduced considerably compared to the case where elastic rubber or the like is used. This makes it possible to reduce the weight of components other than the mass member that is added to the intermediate member. Note that if a light material such as FRP is used for the intermediate member, the weight of the intermediate member can be further reduced, and if a heavy material such as lead is used for the mass member 49, the size of the mass member can be reduced. This also makes it possible to downsize the entire mounting device.
第１０図は本発明の第８実施例のマウンティング装置を
示す図である。７０はパワーユニットであり、取付部材
７１はその下端に第１弾性部材７２の上端を焼付接着し
てあり、図示してないボルト等によりパワーユニット７
０に固定しである。FIG. 10 is a diagram showing a mounting device according to an eighth embodiment of the present invention. Reference numeral 70 designates a power unit, and the upper end of a first elastic member 72 is attached to the lower end of a mounting member 71 by baking, and the power unit 7 is attached to the lower end of the mounting member 71 using bolts (not shown) or the like.
It is fixed at 0.
・第１弾性部材７２の下端は中間部材７８に焼付接着し
である。第２弾性部材７４はその一端を中間部材７８に
焼付接着し他端を取付部材７５に焼付接着し、第１弾性
部材と第２弾性部材とを連結している。取付部材７５は
図示してないボルト等により車体７６に取付ける。取付
部材７７も図示してないボルト等により車体７６に取付
け、この取付部材７７に固着した弾性部材７８に質量部
材７９の低部を固着する。質量部材７９の上部には弾性
部材８０の一端を固着し、弾性部材８０の他端を中間部
材７８の内側に固着する。これら中間部材７８と弾性部
材８０と質量部材７９により密閉した空間を圧力室８１
とする。この圧力室８１は通路８２を通じて前述と同様
のソレノイド弁８８に接続し、該ソレノイド弁８８は圧
力制御装置本体８４に接続する。圧力制御装置８４は振
動状態検出手段であるエンジン回転数センサ８６の信号
に基づいて圧力室８１内の出力を制御する。- The lower end of the first elastic member 72 is bonded to the intermediate member 78 by baking. The second elastic member 74 has one end baked and bonded to the intermediate member 78 and the other end bonded to the attachment member 75 to connect the first elastic member and the second elastic member. The mounting member 75 is attached to the vehicle body 76 using bolts or the like (not shown). The mounting member 77 is also attached to the vehicle body 76 using bolts or the like (not shown), and the lower part of the mass member 79 is fixed to the elastic member 78 fixed to the mounting member 77. One end of an elastic member 80 is fixed to the upper part of the mass member 79, and the other end of the elastic member 80 is fixed to the inside of the intermediate member 78. The space sealed by the intermediate member 78, the elastic member 80, and the mass member 79 is a pressure chamber 81.
shall be. This pressure chamber 81 is connected to a solenoid valve 88 similar to that described above through a passage 82, and the solenoid valve 88 is connected to a pressure control device main body 84. The pressure control device 84 controls the output within the pressure chamber 81 based on a signal from an engine rotation speed sensor 86, which is a vibration state detection means.
８５はストッパである。85 is a stopper.
次にこのマウンティング装置の作動を説明する。Next, the operation of this mounting device will be explained.
この実施例のマウンティング装置では中間部材７８に質
量部材７９を一体に固定する時には圧力制御装置８８に
より圧力室８１内の圧力を負圧にして質量部材７９をス
トッパ８５を介して中間部材７８に密着させるが、中間
部材７８から質量部材７９を解放する・時には圧力室８
１内の圧力を正圧にし質量部材７９を車体７６に弾性支
持させる。In the mounting device of this embodiment, when the mass member 79 is integrally fixed to the intermediate member 78, the pressure in the pressure chamber 81 is made negative by the pressure control device 88, and the mass member 79 is closely attached to the intermediate member 78 via the stopper 85. However, the mass member 79 is released from the intermediate member 78 and sometimes the pressure chamber 8
1 is made positive, and the mass member 79 is elastically supported by the vehicle body 76.
このようにすれば質量部材７９を解放した際、質量部材
７９の重量が中間部材７８喧全く加わらなくなるので、
解放時には質量部材７９の重置を０にしたのと同じこと
になる。またこの時の弾性部材８０の引張り方向のばね
定数と圧力室８１内の空気圧によるはね定数とがつり合
うようにすれば弾性部材８０のばね力をほぼ０とするこ
とができる。すなわち第７図に示した機械モデｔｌＪの
ｍとに８を０にし、第２図と同じ状態にできることにな
り、中間部材７８に対する質量部材７９の固定時と解放
時とで中間部材７８に加わる質量を大きく変えることが
できるので本発明の効果を更に良好に得ることができる
◇まだ弾性部材８０は圧力室８１の気密を保つことがで
きればよく、質量部材７９を支持する必要がないため、
この部分のはね定数も低減でき、この部分より質量部材
７９を伝って車体７６に伝わる振動を少なくすることが
できる。In this way, when the mass member 79 is released, the weight of the mass member 79 will not be added to the intermediate member 78 at all.
When released, it is the same as setting the superposition of the mass member 79 to zero. Further, if the spring constant of the elastic member 80 in the tensile direction at this time is balanced with the spring constant due to the air pressure in the pressure chamber 81, the spring force of the elastic member 80 can be made almost zero. That is, by setting m and 8 to 0 in the mechanical model tlJ shown in FIG. 7, the same state as in FIG. Since the mass can be changed significantly, the effects of the present invention can be obtained even better.◇The elastic member 80 only needs to keep the pressure chamber 81 airtight, and there is no need to support the mass member 79.
The spring constant of this portion can also be reduced, and vibrations transmitted from this portion through the mass member 79 to the vehicle body 76 can be reduced.
圧力室８１の圧力制御は制御装置８８においてエンジン
回転数センサ８４により得られたエンジン回転数より加
振周波数を判断し、加振周波数が第８図のａまたはＣの
区間にある時には圧力室８１内の圧力を負圧にし、加振
周波数がｂの区間にある時には圧力室８１内を正圧にし
て質量部材７９を中間部材７８に押し付は又・解放する
ように制御する。The pressure in the pressure chamber 81 is controlled by a control device 88 that determines the excitation frequency from the engine rotation speed obtained by the engine rotation speed sensor 84, and when the excitation frequency is in the section a or C in FIG. The internal pressure is set to negative pressure, and when the excitation frequency is in the section b, the pressure chamber 81 is set to positive pressure and the mass member 79 is controlled to be pressed against or released from the intermediate member 78.
このように制御することによりこの第８実施例のマウン
ティング装置では前述の第１．第２実施例のマウンティ
ング装置と同様の効果を得られるとともに質量部材を中
間部材から解放した際に車体に支持させるようにしたた
め本発明の効果を更に良好に得ることができる利点が得
られる。尚、゛これに限らず、車速やエンジンのたわみ
童、スロ゛）トル開度等を検知して撮動検出手段として
用いることもできる。By controlling in this way, the mounting device of this eighth embodiment can perform the above-mentioned first. The same effect as the mounting device of the second embodiment can be obtained, and since the mass member is supported by the vehicle body when released from the intermediate member, the effect of the present invention can be obtained even better. However, the present invention is not limited to this, and it is also possible to detect vehicle speed, engine deflection, throttle opening, etc. and use it as an imaging detection means.
又、切換駆動制御装置の駆動源に負圧を用いたが、電磁
石等の電気的駆動手段を用いることもできる。Further, although negative pressure is used as the drive source of the switching drive control device, electrical drive means such as an electromagnet may also be used.
（発明の効果）
以上詳述したように本発明のパワーユニットのマウンテ
ィング装置はパワーユニット側および車体側にそれぞれ
支持した２個の弾性部材の間に取Ｉｌｌり付けた中間部
材に質量部材を固定および解放し得るようにしたため、
パワーユニットの加振周波数に応じて質量部材の固定状
態と解放状態とを振動伝達率の少ない側に切換えること
ができるので、低周波数か、ら高周波数に至るまでｆＭ
へ伝達率を少なくし防振効果を確段に向上させることの
できるものである。(Effects of the Invention) As detailed above, the power unit mounting device of the present invention fixes and releases the mass member to the intermediate member attached between the two elastic members supported on the power unit side and the vehicle body side respectively. Because we made it possible,
Depending on the excitation frequency of the power unit, the fixed state and released state of the mass member can be switched to the side with a lower vibration transmissibility, so fM can be adjusted from low to high frequencies.
It is possible to reduce the transmission rate and improve the vibration damping effect reliably.
□第１図は従来の中間質量を有するパワーユニットのマ
ウンティング装置の一例を示す断面図、第２図は第１図
のマウンティング装置の機械モデルを示す図、
第３図は第１図のマウンティング装置において質量部材
の質量を１．１１ｋｇにした場合とＱ ｋｇにした場合
とにおける振動伝達率を比較した特性図、第４図は本発
明のパワーユニットのマウンティング装置のクレーム対
応図、
第５図は本発明のパワーユニットのマウンティング装置
の第１実施例を示す断面図、
第６図は本発明の制御装置の７０−チャートの図、
第７図は第５図のマウンティング装置の機械モデルを示
す図、
第８図は第２図の機械モデルの特性と第７図の機械モデ
ルの特性とを比較して示した特性図、第９図は本発明の
第２実施例を示す断面図、第１０図は本発明の第８実施
例を示す断面図である。
１．２・・・取付部材 ８・・・質量部材４．５・・・
弾性部材 ６・・・第１弾性８１Ｓ材°７・・・第２弾
性部材 ８・・・中間部材９・・・質量部材
１０・・・振動発生状態検出手段
１１・・・制御装置 ２０・・・取付部材２１・・・第
１弾性部材 ２２・・・ボルト２８・・・取付部材 ２
４・・・第２弾性部材２５・・・ボルト２６・・・ 中
間部材２７・・・弾性体 ２８・・・質量部材２９・・
・圧力室 ８０・・・通路
３１・・・ソレノイド弁 ８２・・・制御装置本体８８
・・・エンジン回転数センサ
３４・・・ストッパ ４０・・・取付部材４１・・・板
部材 ４２・・・第１弾性部材４８・・・ポル） ４４
，４５．４６・・・板部材４７・・・中１１ｊｉ材４８
・・・ダイアフラム＼（
４９・・・質量部材 ５０・・・圧力室５１・・・空気
孔 ５２・・・可撓性管５８・・・中空部材 ５４・・
・空間
５５・・・空気孔 ５６・・・ソレノイド弁５７・・・
制御装置本体
１５８・・・エンジン回転数センサ
５９・・・第２弾性部材 ６０・・・取付部材６１・・
・板部材 ６２・・・ボルト
６８．６４・・・ストツノ′ニア（＋・・・〕くワーユ
ニット７１・・・取付部材 ７２・・・第１弾性部材７
８・・・中間部材 ７４・・・第２弾性部材７５・・・
取付部材 ７６・・・車体
７７・・・取付部材 ７８・・・弾性部材７９・・・質
量部材 ８０・・・弾性部材８１・・・圧力室 ８２・
・・通路
８Ｂ・・・圧力制御装置
８４・・・エンジン回転数センサ
８５・・・ストッパ。
第３図
１
□□−一」
で５００１
刀口振月へ力だ、数
第４図
；
’Ｈｚ）
第５図
第６図□Figure 1 is a sectional view showing an example of a conventional mounting device for a power unit with an intermediate mass, Figure 2 is a diagram showing a mechanical model of the mounting device in Figure 1, and Figure 3 is a cross-sectional view of the mounting device in Figure 1. A characteristic diagram comparing the vibration transmissibility when the mass of the mass member is 1.11 kg and when the mass is Q kg. Fig. 4 is a diagram corresponding to claims of the power unit mounting device of the present invention. Fig. 5 is a diagram of the complaint of the power unit mounting device of the present invention. FIG. 6 is a 70-chart diagram of the control device of the present invention; FIG. 7 is a mechanical model of the mounting device of FIG. 5; FIG. 8 is a diagram showing a mechanical model of the mounting device of FIG. The figure is a characteristic diagram comparing the characteristics of the mechanical model shown in Fig. 2 with the characteristics of the mechanical model shown in Fig. 7, Fig. 9 is a sectional view showing the second embodiment of the present invention, and Fig. 10 is a characteristic diagram showing the characteristics of the mechanical model shown in Fig. 7. It is a sectional view showing an eighth example of the invention. 1.2...Mounting member 8...Mass member 4.5...
Elastic member 6... First elastic 81S material °7... Second elastic member 8... Intermediate member 9... Mass member 10... Vibration generation state detection means 11... Control device 20...・Mounting member 21...First elastic member 22...Bolt 28...Mounting member 2
4... Second elastic member 25... Bolt 26... Intermediate member 27... Elastic body 28... Mass member 29...
・Pressure chamber 80...Passage 31...Solenoid valve 82...Control device main body 88
... Engine speed sensor 34 ... Stopper 40 ... Mounting member 41 ... Plate member 42 ... First elastic member 48 ... Pol) 44
, 45.46... Plate member 47... Medium 11ji material 48
...Diaphragm\(49...Mass member 50...Pressure chamber 51...Air hole 52...Flexible tube 58...Hollow member 54...
・Space 55... Air hole 56... Solenoid valve 57...
Control device main body 158...Engine speed sensor 59...Second elastic member 60...Mounting member 61...
・Plate member 62...Bolt 68.64...Stock unit 71...Mounting member 72...First elastic member 7
8... Intermediate member 74... Second elastic member 75...
Mounting member 76... Vehicle body 77... Mounting member 78... Elastic member 79... Mass member 80... Elastic member 81... Pressure chamber 82.
...Passage 8B...Pressure control device 84...Engine speed sensor 85...Stopper. Figure 3: 1 □□-1'' = 5001 Power to Furigetsu Toguchi, Number 4: 'Hz) Figure 5 Figure 6
Claims (1)
側に取付ける第３弾性部材と、前記第１弾性Ｖ材と第２
弾性部材とを連結する中間部材と〜この中間部材に固定
および解放可能に装着した質量部材と、前記パワーユニ
ットの振動発生状態検出手段と、該振動発生状態検出手
段の信号に基づいて前記質量部材を中間部材に固定した
状態と芝前記質歓部材を前記中間部材から解放した状態
とを切換える駆動制御装置とを備えることを特徴とする
パワーユニットのマウンティング装置。 λ 前記解放した状態において前記質量部材が前記中間
部材に弾性支持されることを特徴とする特許請求の範囲
第１項に記載のパワーユニットのマウンティング装置。 ＆ 前記解放した状態において前記質量部材が前記車体
に支持されることを特徴とする特許請求の範囲第１項に
記載のパワーユニットのマウンティング装置。 表 前記振動発生状態検出手段がエンジン回転数センサ
であり、前記制御装置による制御が前記センサから得ら
れる回転数に応じて前記固定した状態と前記解放した状
部とを振動伝達率の低い側に切換えるようにすることを
特徴とする特許請求の範囲第１〜８項に記載のパワーユ
ニットのマウンティング装置。 服 前記質量部材の固定および解放を行なう駆動制御装
置に負圧アクチュ碧−夕を用いたことを特徴とする特許
請求の範囲第１−４項に記載のパワーユニットのマウン
ティング装置。[Scope of Claims] 1. A first elastic member attached to the power unit side, a third elastic member attached to the vehicle body side, and the first elastic V material and the second elastic member attached to the vehicle body side.
an intermediate member that connects the elastic member; a mass member that is fixedly and releasably attached to the intermediate member; a vibration generation state detection means of the power unit; A power unit mounting device comprising: a drive control device that switches between a state in which the turf material is fixed to an intermediate member and a state in which the turf material is released from the intermediate member. λ The power unit mounting device according to claim 1, wherein the mass member is elastically supported by the intermediate member in the released state. & The power unit mounting device according to claim 1, wherein the mass member is supported by the vehicle body in the released state. Table 1: The vibration generation state detecting means is an engine rotation speed sensor, and the control device controls the fixed state and the released portion to a side with a lower vibration transmission rate according to the rotation speed obtained from the sensor. 9. The power unit mounting device according to claim 1, wherein the power unit mounting device is configured to switch. 5. The power unit mounting device according to claim 1, wherein a negative pressure actuator is used as a drive control device for fixing and releasing the mass member.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2612984A JPS60172742A (en) | 1984-02-16 | 1984-02-16 | Mounting device of power unit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2612984A JPS60172742A (en) | 1984-02-16 | 1984-02-16 | Mounting device of power unit |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS60172742A true JPS60172742A (en) | 1985-09-06 |
Family
ID=12184949
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2612984A Pending JPS60172742A (en) | 1984-02-16 | 1984-02-16 | Mounting device of power unit |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60172742A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6440733A (en) * | 1987-08-05 | 1989-02-13 | Tokai Rubber Ind Ltd | Mount device of liquid encapsulation type |
| US5062497A (en) * | 1988-07-01 | 1991-11-05 | Nissan Motor Company, Limited | System for controlling spring coefficient of engine mount |
| US5435531A (en) * | 1993-08-18 | 1995-07-25 | Bell Helicopter Textron Inc. | Vibration isolation system |
-
1984
- 1984-02-16 JP JP2612984A patent/JPS60172742A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6440733A (en) * | 1987-08-05 | 1989-02-13 | Tokai Rubber Ind Ltd | Mount device of liquid encapsulation type |
| US5062497A (en) * | 1988-07-01 | 1991-11-05 | Nissan Motor Company, Limited | System for controlling spring coefficient of engine mount |
| US5435531A (en) * | 1993-08-18 | 1995-07-25 | Bell Helicopter Textron Inc. | Vibration isolation system |
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