JPS6343138Y2 - - Google Patents
Info
- Publication number
- JPS6343138Y2 JPS6343138Y2 JP1982013240U JP1324082U JPS6343138Y2 JP S6343138 Y2 JPS6343138 Y2 JP S6343138Y2 JP 1982013240 U JP1982013240 U JP 1982013240U JP 1324082 U JP1324082 U JP 1324082U JP S6343138 Y2 JPS6343138 Y2 JP S6343138Y2
- Authority
- JP
- Japan
- Prior art keywords
- chamber
- engine
- air
- air chamber
- pressure
- 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.)
- Expired
Links
- 239000002184 metal Substances 0.000 claims description 20
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 238000001514 detection method Methods 0.000 claims description 2
- 238000013016 damping Methods 0.000 description 19
- 239000012528 membrane Substances 0.000 description 7
- 230000001276 controlling effect Effects 0.000 description 3
- 230000007423 decrease Effects 0.000 description 3
- 230000006837 decompression Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000002195 synergetic effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Landscapes
- Combined Devices Of Dampers And Springs (AREA)
- Fluid-Damping Devices (AREA)
Description
【考案の詳細な説明】
本考案は高周波振動領域では動的ばね定数が小
さく、低周波振動領域では減衰係数が大きくて、
振動しや断性能にすぐれた理想的なばね特性を有
する自動車用エンジン支承装置に関する。[Detailed explanation of the invention] This invention has a small dynamic spring constant in the high frequency vibration region and a large damping coefficient in the low frequency vibration region.
The present invention relates to an automobile engine support device having ideal spring characteristics with excellent vibration and breaking performance.
自動車用エンジンを防振ゴムにより弾性的に支
持する場合においては、特に機器の起動・停止に
際し、また、支持系の固有振動数付近の周波数成
分を有する励振によつて共振現象が現われ、過大
な振幅が種々のトラブルの原因となることが多
い。 When an automobile engine is elastically supported by anti-vibration rubber, a resonance phenomenon occurs especially when starting and stopping the equipment, and also due to excitation with a frequency component near the natural frequency of the support system. Amplitude is often the cause of various troubles.
従来はこの種の共振を抑制するために高減衰材
であるゴムを使用していたが、これはクリープや
へたり現象が大きく、また、高周波振動に対して
は弾性率が増大するために振動絶縁性が劣る欠点
があつた。 Conventionally, rubber, which is a highly damping material, has been used to suppress this type of resonance, but this material has large creep and sag phenomena, and also has an increased elastic modulus against high-frequency vibrations, so it is difficult to vibrate. It had the disadvantage of poor insulation.
かゝる欠点の解消をはかるものとして、空気に
よる動的ばね定数を利用した所謂空気ばねが最近
になつて多用される傾向にあるが、従来のものは
設計時点で室容積、ゴム材質、空気室の内圧が決
定されているために、アイドリング時から高速走
行時の間の広範囲な振動領域全般にわたつて均一
な妨振特性を発揮させることはできなく、低域あ
るいは高域に対する防振性能が低下することは避
けられなかつた。 In order to overcome these drawbacks, so-called air springs that utilize the dynamic spring constant of air have recently come into widespread use. Because the internal pressure of the room is determined, it is not possible to exhibit uniform vibration damping characteristics over a wide range of vibrations from idling to high-speed driving, and vibration damping performance in low and high frequencies deteriorates. It was inevitable.
本考案はかゝる従来の問題点に対処して、高低
両周波振動領域いづれにおいても満足し得る防振
特性を発揮することを可能ならしめるべく種々検
討を重ねた結果、ここに案出するに至つたもので
ある。 The present invention was devised as a result of various studies to address these conventional problems and to make it possible to exhibit satisfactory vibration isolation characteristics in both high and low frequency vibration regions. This is what led to this.
すなわち、本考案は対向させた上金具・下金具
間に弾性変形し得るゴム筒状体を介在させて気密
一体構造となすことにより、大気とはしや断され
た容積変化が可能な空気室を内部に形成せしめる
一方、前記空気室内に前記両金具に対向させたゴ
ムピストン状体を横設して空気室内を上室と下室
の２室に区切らせるとともに、上金具又は下金具
に一体的な移動可能に連結せしめ、さらにゴムピ
ストン状体に貫通させて上室・下室間を連通せし
め、かつ絞り機能を有するオリフイスを設けてな
り、エンジンを防振的に支承可能となしたエンジ
ンマウントと、前記空気室の下室又は上室に接続
させて空気室の内圧を調節するための給気ライン
とからなつており、この給気ラインは、前記エン
ジンマウントが支承するエンジンの回転数を検出
する回転数検出手段と、検出した回転数に応じて
給気圧力を高域回転数では低く、低域回転数では
高く制御する自動調圧手段とを備えしめたことを
特徴とする。 In other words, the present invention creates an air chamber that is completely cut off from the atmosphere and whose volume can be changed by interposing an elastically deformable rubber cylindrical body between the opposing upper and lower metal fittings to form an airtight integral structure. is formed inside the air chamber, and at the same time, a rubber piston-like body is placed horizontally in the air chamber facing the two metal fittings to divide the air chamber into two chambers, an upper chamber and a lower chamber, and is integrated with the upper metal fitting or the lower metal fitting. The engine is made of a rubber piston-like body that is passed through the rubber piston-like body to communicate between the upper and lower chambers, and is provided with an orifice that has a throttle function, so that the engine can be supported in a vibration-proof manner. It consists of a mount and an air supply line connected to the lower or upper chamber of the air chamber to adjust the internal pressure of the air chamber. The present invention is characterized by comprising a rotation speed detection means for detecting the rotation speed, and an automatic pressure regulating means for controlling the supply air pressure to be low at high rotation speeds and high at low rotation speeds according to the detected rotation speed.
かくして本考案は高周波振動領域では動的ばね
定数を小さく抑え得る一方、低周波振動領域では
減衰係数を大きくすることが可能となつて、広い
振動領域にわたつて安定した振動しや断性能を発
揮し得るに至つたものである。 In this way, the present invention can suppress the dynamic spring constant to a small value in the high-frequency vibration region, while increasing the damping coefficient in the low-frequency vibration region, and exhibits stable vibration damping and breaking performance over a wide vibration region. It has now become possible to do so.
かゝる特徴を有する本考案の具体的内容を添付
図面の１例にもとづいて以下詳細に説明する。 The specific contents of the present invention having such characteristics will be explained in detail below based on an example of the accompanying drawings.
第１図は本考案装置を機能的に示したものであ
つて、エンジンマウント１を断面示し、給気ライ
ンを記号示しているが、エンジンマウント１は上
金具２、下金具３、ゴム筒状体４、ゴムピストン
状体５および減圧ダイアフラム９を主要部材とな
し構成される。 Fig. 1 functionally shows the device of the present invention, showing the engine mount 1 in cross section and the air supply line with symbols. The main components are a body 4, a rubber piston-like body 5, and a decompression diaphragm 9.
上金具２は自動車用エンジンに固定するための
上座であり、一方、下金具３は車体のフレームに
固定するための下座であるが、取付形態はこの逆
とすることも勿論可能である。 The upper metal fitting 2 is an upper seat for fixing to an automobile engine, and the lower metal fitting 3 is a lower seat for fixing to a frame of a vehicle body, but it is of course possible to use the opposite mounting form.
ゴム筒状体４は中心に軸６を気密貫挿する孔が
設けられた鼓状をなす筒体に形成されて、上下両
金具２，３間に介在させ、上面は上金具２に、下
部周面は下金具３に夫々気密一体に結合してい
る。但し、このゴム筒状体４の形状は円筒に限定
されなく多角筒形であつてもよい。 The rubber cylindrical body 4 is formed into a drum-shaped cylinder with a hole in the center through which the shaft 6 is hermetically inserted. The peripheral surfaces are integrally and airtightly connected to the lower metal fittings 3, respectively. However, the shape of this rubber cylindrical body 4 is not limited to a cylinder, but may be a polygonal cylinder.
そしてこの結合によつて、ゴム筒状体４の下面
部と下金具３とで囲撓される空洞を形成し、該空
洞を容積変化が可能な空気室１０に形成してい
る。 This connection forms a cavity surrounded by the lower surface of the rubber cylindrical body 4 and the lower metal fitting 3, and the cavity is formed into an air chamber 10 whose volume can be changed.
次にゴムピストン状体５はゴムによつて適宜形
状に形成していて、該ピストン状体５を、ゴム筒
状体４に上下の気密に貫挿した前記軸６によつて
金具２に一体結合すると共に、前記空気室１０内
に横設せしめており、かゝる構造となしたことに
より、空気室１０を上室１０ａと下室１０ｂの２
室に区切らせている。 Next, the rubber piston-like body 5 is formed of rubber into an appropriate shape, and the piston-like body 5 is integrated with the metal fitting 2 by the shaft 6 which is inserted into the rubber cylindrical body 4 in an upper and lower airtight manner. At the same time, the upper chamber 10a and the lower chamber 10b are connected to each other and are horizontally installed in the air chamber 10.
It is divided into rooms.
上記ゴム筒状体４およびゴムピストン状体５は
モールド成型に際して、下金具３に一体固着する
ための剛性環状体７および１７を夫々周面部に一
体的に密着させており、ゴムピストン状体５はさ
らに軸６との機械的固着を増大させるために剛性
板８を一体に密着せしめている。 When molding the rubber cylindrical body 4 and the rubber piston-like body 5, rigid annular bodies 7 and 17 for integrally fixing them to the lower metal fitting 3 are integrally attached to the circumferential surface of the rubber piston-like body 5, respectively. Furthermore, a rigid plate 8 is closely attached to the shaft 6 in order to increase mechanical adhesion to the shaft 6.
なお、上金具２と軸６とは、嵌合部分を溶接に
より一体化させ、あるいは軸６の頭部に刻設した
ねじ部をエンジンのハウジングあるいは車体のフ
レームにナツト締めで固着させることによつて、
両者２，６を一体とすることができる。 The upper metal fitting 2 and the shaft 6 can be integrated by welding the mating parts, or by fixing the threaded part cut into the head of the shaft 6 to the engine housing or the vehicle body frame with a nut. Then,
Both 2 and 6 can be integrated.
そして、ゴムピストン状体５を収納してなる前
記空気室１０内を給気ライン２２の給気管に接続
することにより、適当な値の圧力空気を封入せし
める。 Then, by connecting the air chamber 10 containing the rubber piston-like body 5 to the air supply pipe of the air supply line 22, air at an appropriate pressure is filled.
かゝる構造としたことによつて、エンジン本体
が振動するときは上金具２を介してゴム筒状体４
が動的な圧縮撓みを受け、また、軸６を介してゴ
ムピストン状体５が上下の圧縮撓みを受けること
となり、上室１０ａおよび下室１０ｂが夫々容積
変化する。 With such a structure, when the engine body vibrates, the rubber cylindrical body 4 is
is subjected to dynamic compressive deflection, and the rubber piston-like body 5 is subjected to upward and downward compressive deflections via the shaft 6, causing the volumes of the upper chamber 10a and the lower chamber 10b to change, respectively.
この容積変化に応じて両室１０ａ，１０ｂ内に
存在する圧力空気が出入りさせられると、適切な
減衰能が発揮されるものであつて、そのために図
示例においては、ゴムピストン状体５に貫通させ
て設けた絞り機能を有するオリフイス１１によつ
て、両室１０ａ，１０ｂ間を連通し、かつ、両室
を大気とはしや断した構造となしており、ゴムピ
ストン状体４の上下振動により、一方の室１０ａ
あるいは１０ｂが増量側に容積変化すると、他方
の室１０ｂあるいは１０ａが減量側に容積変化す
るのは当然であり、従つてオリフイス１１を通過
する空気の流れが正逆反転し、その際に絞り効果
による減衰機能がより一層発揮される。なお、上
記オリフイス１１を通過する空気の絞り効果によ
り得られる減衰能の大きさは、下金具３に対する
上金具２の動的変位に対応する上・下室１０ａ，
１０ｂの容積変化の割合に比例し、かつ上・下室
１０ａ，１０ｂの容積に反比例することが、理論
上から明らかであつて、従つて２つの空気室１０
ａ，１０ｂを設けたことによつて相乗的に高い減
衰能が得られることは言うまでもない。 When the pressurized air existing in both chambers 10a and 10b is moved in and out according to this volume change, an appropriate damping ability is exhibited. The two chambers 10a and 10b are communicated with each other by an orifice 11 having a throttle function, which is provided in the same direction as the other two chambers, and the two chambers are completely separated from the atmosphere. Accordingly, one chamber 10a
Alternatively, when the volume of chamber 10b changes to increase, it is natural that the volume of the other chamber 10b or 10a changes to decrease. The damping function is further demonstrated. Note that the magnitude of the damping capacity obtained by the throttling effect of the air passing through the orifice 11 is determined by the upper and lower chambers 10a and 10a corresponding to the dynamic displacement of the upper metal fitting 2 with respect to the lower metal fitting 3.
It is theoretically clear that the rate of change in volume of air chamber 10b is proportional to the volume change rate of air chamber 10b, and inversely proportional to the volume of upper and lower chambers 10a and 10b.
It goes without saying that a high damping capacity can be obtained synergistically by providing a and 10b.
さらに、空気室１０内に封入した空気の圧力に
ついては、高くする程低周波振動に対する空気室
１０の減衰係数が上昇し、逆に低くして大気圧に
近付ける程、高周波振動に対する動ばね特性が下
がることが実験によつても明らかにされている。 Furthermore, the higher the pressure of the air sealed in the air chamber 10, the higher the damping coefficient of the air chamber 10 against low-frequency vibrations; Experiments have also shown that this decreases.
このことは封入気体の圧力と減衰係数とが略々
比例関係に存することを示すものであつて、従つ
て内圧を適当な値に設定することにより、高・低
周波振動の何れにも平均した振動しや断特性を発
揮し得る支承装置を容易に提供し得るものであ
る。 This shows that the pressure of the enclosed gas and the damping coefficient are approximately proportional to each other. Therefore, by setting the internal pressure to an appropriate value, it is possible to reduce the average of both high and low frequency vibrations. This makes it possible to easily provide a bearing device that exhibits vibration and breaking characteristics.
なお、本考案に係るエンジンマウント１は減圧
ダイアフラム９を省略した形態のものも当然包含
されるものである。 Incidentally, the engine mount 1 according to the present invention naturally includes a configuration in which the pressure reducing diaphragm 9 is omitted.
しかして、上記減圧ダイアフラム９は第２図に
例示するごとく、柔軟性を有する膜１２の両側
に、該膜の変形を制限するための板２０，２１が
存していて、これをゴムピストン状体５内に配設
せしめて、上方開口部１５を上室１０ａに連通す
ると共に、下室開口部１６を下室１０ｂに連通せ
しめている。 As illustrated in FIG. 2, the decompression diaphragm 9 has plates 20 and 21 on both sides of a flexible membrane 12 for restricting the deformation of the membrane, which are shaped like rubber pistons. It is disposed within the body 5 so that the upper opening 15 communicates with the upper chamber 10a and the lower chamber opening 16 communicates with the lower chamber 10b.
かく配設した減圧ダイアフラム９は、機械振動
にもとづく空気室９０ａ，９ｂの体積変化量の一
部量を吸収することができ、換言するならば有効
な体積変化量を一定量低減することが可能となつ
て、高周波振動領域側においていわゆる空気室の
内圧を極端に上昇しないようにすることが可能な
如き機能を有している。 The pressure reducing diaphragm 9 thus arranged can absorb a portion of the volume change of the air chambers 90a, 9b due to mechanical vibrations, in other words, it is possible to reduce the effective volume change by a certain amount. Therefore, it has a function of preventing the internal pressure of the so-called air chamber from increasing excessively on the high frequency vibration region side.
具体的構造としては、例えば柔軟性を有する
膜、ゴム膜などの両面から一定距離の位置にこの
膜の可動範囲を制限する板が存するようなダイア
フラム、あるいは微小変形では柔軟性を有し、一
定量の変形を超えると急激に張力が増大して変形
し難くなる膜例えばコード入りゴム膜からなる減
圧ダイアフラムが好適である。 Specific structures include, for example, a diaphragm that has a flexible membrane, a rubber membrane, etc., and a plate that restricts the range of motion of this membrane at a certain distance from both sides, or a diaphragm that is flexible and has a constant range of movement in case of minute deformation. A vacuum diaphragm made of a membrane, such as a corded rubber membrane, which becomes difficult to deform due to a sudden increase in tension when the amount of deformation is exceeded, is suitable.
一方、給気ライン２２については、圧縮機２
３、アキユムレータ２４、パイロツト付主リリー
フ弁２５およびスプリングオフセツト電磁弁２６
を主回路に有すると共に、電磁弁２７、パイロツ
ト式切換弁２８、第１パイロツトリリーフ弁２９
および第２パイロツトリリーフ弁３０を制御回路
に有する周知の圧力遠隔制御回路である。 On the other hand, regarding the air supply line 22, the compressor 2
3. Accumulator 24, main relief valve with pilot 25 and spring offset solenoid valve 26
The main circuit includes a solenoid valve 27, a pilot type switching valve 28, and a first pilot relief valve 29.
This is a well-known pressure remote control circuit having a second pilot relief valve 30 in the control circuit.
主リリーフ弁２５の設定圧力をＡとし、第１パ
イロツトリリーフ弁２９の設定圧力をＢ（Ａ＞Ｂ）
に、第２パイロツトリリーフ弁３０の設定圧力を
Ｃ（Ｂ＞Ｃ）に夫々調節しているとして、エンジ
ンマウント１が支承しているエンジン（図示せ
ず）の回転数を検出し比例したパイロツト圧力に
変換し得る回転数−圧力変換器によりパイロツト
式切換弁２８を切換操作するようにしている。 The set pressure of the main relief valve 25 is A, and the set pressure of the first pilot relief valve 29 is B (A>B)
Assuming that the set pressure of the second pilot relief valve 30 is adjusted to C (B>C), the rotation speed of the engine (not shown) supported by the engine mount 1 is detected and the proportional pilot pressure is adjusted. The pilot type switching valve 28 is operated by a rotation speed/pressure converter that can convert the rotation speed to the pressure.
今、エンジンが低速回転であるとすると、電磁
弁２６を励磁し、電磁弁２７を消磁の状態となす
ことにより、主回路の空気圧力は主リリーフ弁２
５の設定圧力Ａすなわち高段側圧力となり、従つ
てエンジンマウント１の空気室１０における減衰
係数は最大となる。 Now, assuming that the engine is rotating at a low speed, by energizing the solenoid valve 26 and demagnetizing the solenoid valve 27, the air pressure in the main circuit is reduced to the main relief valve 2.
5, that is, the high stage side pressure, and therefore the damping coefficient in the air chamber 10 of the engine mount 1 becomes maximum.
一方、エンジンが中速回転であれば、電磁弁２
６，２７を共に励磁し、切換弁２８には第１図に
おいて左方のパイロツト室に圧力を加えた図示状
態とすることにより、主リリーフ弁２５のベント
圧が設定圧力Ｂの第１パイロツトリリーフ弁２９
に接続されるので、主回路の空気圧力は中段側圧
力となり、前記空気室１０における減衰係数は中
速の振動に見合つた適当な値となる。 On the other hand, if the engine is rotating at medium speed, solenoid valve 2
6 and 27, and the switching valve 28 is set to the state shown in FIG. 1 in which pressure is applied to the left pilot chamber, the vent pressure of the main relief valve 25 becomes the first pilot relief at the set pressure B. valve 29
Since the air pressure in the main circuit is connected to the middle stage side pressure, the damping coefficient in the air chamber 10 has an appropriate value commensurate with the middle speed vibration.
さらにエンジンが回転を増して高速回転となる
と、切換弁２８は右方のパイロツト室に圧力を加
えた状態に切換えられるため、主リリーフ弁２５
のベント圧が設定圧力Ｃの第２のパイロツトリリ
ーフ弁３０に接続される結果、主回路の空気圧力
は低段側圧力に転じ、エンジンマウント１におけ
る空気室１０の減衰係数は低下すると共に、動的
ばね定数は小さく抑えられる。 When the engine speeds up further, the switching valve 28 is switched to apply pressure to the right pilot chamber, so the main relief valve 25
As a result, the air pressure in the main circuit changes to the lower stage pressure, the damping coefficient of the air chamber 10 in the engine mount 1 decreases, and the dynamic The target spring constant can be kept small.
このように空気室１０内の圧力がエンジンの回
転数によつて自動的に調整される結果、広範囲の
回転数範囲で平均した防振特性を発揮することが
できる。 As a result of the pressure within the air chamber 10 being automatically adjusted in accordance with the engine speed, it is possible to exhibit average vibration damping characteristics over a wide range of engine speeds.
このようにエンジンの回転数に応じて空気室内
圧力を調節する調圧手段としては、上述した３段
階によるほか低・高２段方式や、無段階的な連続
変化方式も勿論可能であつて、給気ラインの構造
に若干の改変を加えればよく、それ等の方式もま
た本考案に包含されるものである。 As a pressure regulating means for adjusting the air chamber pressure in accordance with the engine speed, in addition to the three stages described above, it is of course possible to use a low/high two stage system or a stepless continuous change system. It is only necessary to make some modifications to the structure of the air supply line, and such systems are also encompassed by the present invention.
叙上の如く、本考案は空気ばねに類するエンジ
ンマウントの空気室内圧力を高周波振動領域では
低く制御することによつて、動ばね特性を小さく
保つて高周波の振幅が小さい振動をしや断する上
に十分な機能が発揮されると共に、低周波振動領
域では空気宿内圧力を高く制御することにより、
減衰係数を増大せしめ、もつて低周波高振幅の振
動をしや断することが可能であり、かくして自動
車の共振点付近はもとより、高・低両周波振動領
域のいずれにも平均かつ安定した防振効果が奏さ
れる。 As mentioned above, the present invention suppresses high-frequency vibrations with small amplitude by keeping the dynamic spring characteristics small by controlling the pressure in the air chamber of the engine mount, which is similar to an air spring, to be low in the high-frequency vibration region. By controlling the air chamber pressure to a high level in the low frequency vibration region,
By increasing the damping coefficient, it is possible to suppress low-frequency, high-amplitude vibrations, and in this way, it is possible to provide average and stable protection not only near the resonance point of the car but also in both high and low frequency vibration regions. A shaking effect is produced.
さらに本考案は空気室内に上・下金具のうちの
一方と一体に移動可能となしたゴムピストン状体
を横設せしめて空気室内を上室と下室の２室に区
切るとともに、前記両室を連通させ、かつ、絞り
機能を有するオリフイスをゴムピストン状体に貫
通して設けたことにより、低周波振動領域に対す
る減衰機能はより一層有効に発揮されて自動調圧
手段との相乗作用が相俟つて防振性能を向上させ
ることができる。 Furthermore, the present invention divides the air chamber into two chambers, an upper chamber and a lower chamber, by horizontally disposing a rubber piston-like body that is movable together with one of the upper and lower metal fittings in the air chamber, and also divides the air chamber into two chambers, an upper chamber and a lower chamber. By communicating with the rubber piston-like body and providing an orifice with a throttling function through the rubber piston-like body, the damping function in the low-frequency vibration region is exhibited even more effectively, and the synergistic effect with the automatic pressure regulating means is achieved. As a result, vibration damping performance can be improved.
第１図は本考案装置例の態様を示し、エンジン
マウントを断面示し、給気ラインを記号回路示し
てなる装置概要図、第２図は第１図エンジンマウ
ントにおける減圧ダイアフラムの拡大断面図であ
る。
１……エンジンマウント、２……上金具、３…
…下金具、４……ゴム筒状体、５……ゴムピスト
ン状体、１０……空気室、１０ａ……上室、１０
ｂ……下室、１１……オリフイス、２２……給気
ライン。
Fig. 1 shows an embodiment of the device according to the present invention, and is a schematic diagram of the device in which the engine mount is shown in cross section and the air supply line is shown as a symbolic circuit, and Fig. 2 is an enlarged sectional view of the pressure reducing diaphragm in the engine mount shown in Fig. 1. . 1...Engine mount, 2...Upper metal fitting, 3...
...Lower metal fitting, 4...Rubber cylindrical body, 5...Rubber piston-shaped body, 10...Air chamber, 10a...Upper chamber, 10
b... lower chamber, 11... orifice, 22... air supply line.
Claims (1)
ゴム筒状体を介在させて気密一体構造となすこと
により、大気とはしや断された容積変化が可能な
空気室を内部に形成せしめる一方、前記空気室内
に前記両金具に対向させたゴムピストン状体を横
設して空気室内を上室と下室の２室に区切らせる
とともに、上金具又は下金具に一体的な移動可能
に連結せしめ、さらにゴムピストン状体に貫通さ
せて上室・下室間を連通せしめ、かつ絞り機能を
有するオリフイスを設けてなり、エンジンを防振
的に支承可能となしたエンジンマウントと、前記
空気室の下室又は上室に接続させて空気室の内圧
を調節するための給気ラインとからなつており、
この給気ラインは、前記エンジンマウントが支承
するエンジンの回転数を検出する回転数検出手段
と、検出した回転数に応じて給気圧力を高域回転
数では低く、低域回転数では高く制御する自動調
圧手段とを備えていることを特徴とする自動車用
エンジン支承装置。 By interposing an elastically deformable rubber cylindrical body between the opposing upper and lower metal fittings to form an airtight integral structure, an air chamber that is completely cut off from the atmosphere and capable of changing volume is formed inside. On the other hand, a rubber piston-like body is placed horizontally in the air chamber facing both the metal fittings to divide the air chamber into two chambers, an upper chamber and a lower chamber, and is movable integrally with the upper metal fitting or the lower metal fitting. an engine mount which is connected to each other and is further provided with an orifice which is passed through a rubber piston-like body to communicate between the upper and lower chambers and which has a throttle function, so that the engine can be supported in a vibration-proof manner; It consists of an air supply line that is connected to the lower or upper chamber of the chamber to adjust the internal pressure of the air chamber.
This air supply line includes a rotation speed detection means that detects the rotation speed of the engine supported by the engine mount, and controls the air supply pressure to be low at high rotation speeds and high at low rotation speeds according to the detected rotation speed. An automobile engine support device characterized in that it is equipped with an automatic pressure regulating means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1324082U JPS58115421U (en) | 1982-02-01 | 1982-02-01 | Automotive engine support device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1324082U JPS58115421U (en) | 1982-02-01 | 1982-02-01 | Automotive engine support device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58115421U JPS58115421U (en) | 1983-08-06 |
| JPS6343138Y2 true JPS6343138Y2 (en) | 1988-11-10 |
Family
ID=30025764
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1324082U Granted JPS58115421U (en) | 1982-02-01 | 1982-02-01 | Automotive engine support device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58115421U (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0611392Y2 (en) * | 1987-03-26 | 1994-03-23 | 東洋ゴム工業株式会社 | Liquid damping anti-vibration mount |
| JP2581701Y2 (en) * | 1989-11-16 | 1998-09-24 | フオルクスウアーゲン・アクチエンゲゼルシヤフト | Damping support |
| DE102017010007B4 (en) * | 2017-10-27 | 2020-01-02 | Jörn GmbH | Elastomer-to-metal bearing |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5643026A (en) * | 1979-09-17 | 1981-04-21 | Nissan Motor Co Ltd | Engine supporting device |
-
1982
- 1982-02-01 JP JP1324082U patent/JPS58115421U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5643026A (en) * | 1979-09-17 | 1981-04-21 | Nissan Motor Co Ltd | Engine supporting device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58115421U (en) | 1983-08-06 |
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