JP2007237756A - Supporting structure of power unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a supporting structure of a power unit capable of reducing transmission of vibration generated by the power unit to a vehicle body, while suppressing displacement of the power unit in relation to the vehicle body. <P>SOLUTION: This power unit 3 is supported by three points on a sub-frame 2 by a front engine mount 12 having a main mount part 23 formed in the vicinity of a vertical face including a roll shaft R of the power unit 3 and sub-mount parts 24 formed on both sides across the vertical face including the roll shaft R. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

 The present invention relates to a power unit support structure for supporting a power unit on a vehicle body via an elastic body.

  Conventionally, as a method of supporting a power unit such as an engine, transmission, motor, etc. with respect to a vehicle body, for example, as disclosed in Japanese Patent Application Laid-Open No. 11-208289, the power unit has three locations: a front mount, a lower mount, and a rear mount. Is known to be supported by an engine mount including an elastic body.

The engine mount that supports the engine with respect to the vehicle body has a purpose of reducing transmission of vibration generated by the engine to the vehicle body and suppressing displacement of the engine with respect to the vehicle body. The displacement of the engine with respect to the vehicle body occurs due to, for example, engine torque fluctuation, centrifugal force due to a change in the traveling direction of the vehicle, or the like.
JP-A-11-208289

 However, in the engine mount disclosed in Japanese Patent Application Laid-Open No. 11-208289, if the displacement of the engine relative to the vehicle body is to be suppressed, the rigidity of the elastic body of the engine mount must be increased. When the rigidity is increased, the vibration generated by the engine is transmitted to the vehicle body. In addition, there is a known technology that makes the rigidity of the elastic body of the engine mount different depending on the direction of the force input to the engine mount. However, the rigidity of the single elastic body of the engine mount is independent of the deformation in each direction. However, it was difficult to effectively absorb the vibration generated by the engine while suppressing the displacement of the engine with respect to the vehicle body.

 The present invention has been made in view of the above problems, and provides a power unit support structure capable of reducing transmission of vibration generated by the power unit to the vehicle body while suppressing displacement of the power unit with respect to the vehicle body. It is intended.

 In order to solve the above problems, a power unit support structure according to the present invention is a power unit support structure that supports a power unit on a vehicle body via an arm, and the arm is provided in the vicinity of a vertical plane including a roll axis of the power unit. The first support point and the second and third support points provided on both sides of the first support point are configured to be supported by the vehicle body via an elastic body.

 According to such a configuration of the present invention, the power unit is supported on the vehicle body via the arm supported on the vehicle body via the three support points, thereby increasing the degree of freedom in designing the characteristics of the power unit support structure. . For this reason, it is possible to reduce the transmission of the vibration generated by the power unit to the vehicle body while suppressing the displacement of the power unit 3 with respect to the vehicle body.

 According to the power unit support structure of the present invention, it is possible to reduce transmission of vibration generated by the power unit to the vehicle body while suppressing displacement of the power unit with respect to the vehicle body.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a schematic plan view showing a support structure for a power unit according to this embodiment, and FIG. 2 is a schematic side view of a front portion of a vehicle body.

 Reference numeral 100 in FIGS. 1 and 2 denotes an engine room provided at the front portion of the vehicle, and side frames 1 extending in the vehicle front-rear direction are disposed on the left and right sides of the engine room 100 in the vehicle width direction. A sub-frame 2 formed in a frame shape is disposed below the left and right side frames 1. The subframe 2 is coupled to and supported by the lower side of the side frame 1 at the coupling portions 4 at the four corners.

 On the other hand, in the engine room 100, the power unit 3 is disposed at the approximate center between the left and right side frames 1 and above the subframe 2. The power unit 3 includes a vertically installed engine 3a and a transmission 3b connected to the vehicle rear side of the engine 3a and extending rearward of the vehicle. In the present embodiment, a horizontally opposed engine is shown as the engine 3a. The power unit 3 is supported at three points surrounding the center of gravity G of the power unit 3 by a pair of side engine mounts 11 coupled to the left and right at the base of the transmission 3b and a front engine mount 12 coupled to the vehicle front side of the engine 3a. Has been.

 The pair of side engine mounts 11 is coupled to the left and right ends of the vehicle of the subframe 2 and supports the power unit 3 via an elastic body such as a rubber bush. The front engine mount 12 is coupled to the vehicle front end of the subframe 2 and supports the power unit 3 via an elastic body such as a rubber bush.

 The power unit 3 is not limited to the configuration of the engine 3a and the transmission 3b, and may be a single engine, a single motor, or a combination of an engine and a motor.

 In FIG. 1, the roll axis R of the power unit 3 is shown as a one-dot chain line drawn in the front-rear direction of the vehicle at the center of the engine room 100. Here, the roll axis R of the power unit 3 refers to a rotation center axis of displacement in the roll direction during operation of the power unit 3. Further, the displacement of the power unit 3 in the roll direction refers to the rotational displacement of the power unit 3 around the front and rear axes of the vehicle body. In the following, the displacement in the pitch direction of the power unit 3 is the displacement in the rotational direction around the left and right axis of the vehicle body, and the displacement in the yaw direction of the power unit 3 is the displacement in the rotational direction around the axis perpendicular to the vehicle body. Is referred to.

 As shown in FIG. 1, the front engine mount 12 has a mount arm 20 that is an arm, and the mount arm 20 is connected to a mount support portion 26 of the subframe 2 and a mount mounting surface portion 3 c of the power unit 3. Yes.

 The mount attachment surface portion 3 c of the power unit 3 is a flat portion formed in the vicinity of the vertical surface including the roll axis R of the power unit 3 at the vehicle front end portion of the power unit 3. The mount mounting surface portion 3 c is formed so as to be substantially orthogonal to the roll axis R of the power unit 3. The mount support portion 26 of the subframe 2 is formed in front of the mount attachment surface portion 3 c of the power unit 3 and in the vicinity of the vertical surface including the roll axis R of the power unit 3. The mount support portion 26 has three support points that support the mount arm 20 at three locations. At three support points of the mount support portion 26, the main mount portion 23 and the pair of sub mount portions 24 formed on the mount arm 20 are supported.

 The mount arm 20 is fixed to the mount mounting surface portion 3c of the power unit 3 by bolt fastening. The front engine mount 12 supports the power unit 3 on the subframe 2 by connecting the mount arm 20 fixed to the power unit 3 to the mount support portion 26 of the subframe 2 via an elastic body.

 FIG. 3 is an exploded perspective view illustrating a schematic configuration of the front engine mount 12. As shown in FIG. 3, the mount arm 20 includes a main arm portion 21, a sub arm portion 22, a main mount portion 23, a sub mount portion 24, and a power unit attachment portion 25.

 The main arm portion 21 is a substantially Z-shaped shaft member that is bent in the vertical direction when viewed from the side. The main mount portion 23 is coupled to the distal end, and the power unit mounting portion 25 is coupled to the proximal end. The main arm portion 21 is provided with a pair of sub arm portions 22 so as to extend laterally between the power unit mounting portion 25 and the main mount portion 23. Submount portions 24 having the same shape are coupled to the tips of the pair of subarm portions 22.

 The power unit mounting portion 25 is a substantially rectangular flat plate portion. A mounting surface portion 51 is formed on one plane of the flat plate-shaped portion constituting the power unit mounting portion 25. The power unit attachment portion 25 is coupled to the base end of the main arm portion 21 such that the surface opposite to the attachment surface portion 51 is substantially orthogonal to the central axis of the base end portion of the main arm portion 21.

 The main mount portion 23 includes an elastic body 32, and an outer cylinder portion 31 and an inner cylinder portion 33 that are cylindrical bodies. The outer cylinder part 31 is coupled to the tip of the main arm part 21, and an inner cylinder part 33 is disposed concentrically therein. Further, an elastic body 32 is interposed between the outer cylinder portion 31 and the inner cylinder portion 33. That is, the inner cylinder part 33 is supported inside the outer cylinder part 31 via the elastic body 32. The central axes of the outer cylinder part 31 and the inner cylinder part 33 are formed so as to be substantially parallel to the mounting surface part 51, that is, so as to be substantially orthogonal to the extending direction of the main arm part 21. The elastic body 32 is made of a member having elasticity such as rubber, and has inherent spring characteristics and damping characteristics determined from the shape and material of the material.

 The extending directions of the pair of sub arm portions 22 are both directions parallel to the central axis of the outer cylinder portion 31 of the main mount portion 23, and the pair of sub arm portions 22 are in the longitudinal direction of the extending main arm portion 21. Each of them has a shape that is symmetrical with respect to a plane that includes the central axis and is orthogonal to the central axis of the main mount portion 23.

 The pair of submount portions 24 includes an elastic body 42, and an outer cylinder portion 41 and an inner cylinder portion 43 that are cylindrical bodies. The outer cylinder portion 41 is coupled to the tip of the sub arm portion 22, and the inner cylinder portion 43 is disposed concentrically therein. An elastic body 42 is interposed between the outer cylinder portion 41 and the inner cylinder portion 43. That is, the inner cylinder part 43 is supported inside the outer cylinder part 41 via the elastic body 42. The central axes of the outer cylinder part 41 and the inner cylinder part 43 are arranged so as to be substantially parallel to the mounting surface part 51 and substantially orthogonal to the central axis of the outer cylinder part 31 of the main mount part 23. The elastic body 42 is made of a member having elasticity such as rubber, and has inherent spring characteristics and damping characteristics determined from the shape and material of the material.

 The mount arm 20 having the above configuration is fixed to the mount mounting surface portion 3c of the power unit 3 via the bolt 84 with the mounting surface portion 51 of the power unit mounting portion 25 in contact with the mount mounting surface portion 3c of the power unit 3. In a state where the power unit 3 is disposed in the engine room 100, the mount arm 20 fixed to the power unit 3 is fixed so that the central axis of the outer cylinder portion 31 of the main mount portion 23 is substantially horizontal. In this state, the central axis in the longitudinal direction of the main arm portion 21 of the mount arm 20 is located in the vertical plane including the roll axis R of the power unit 3.

 On the other hand, the mount support portion 26 formed on the subframe 2 is provided with a mount bracket 61 as a support point at three locations and a pair of screw holes 71. The mount bracket 61 as the first support point is a sheet metal member in which a steel plate is formed in a substantially U-shaped cross section. Bolt insertion holes 62 are formed on the two planes of the mounting bracket 61 that are substantially parallel to each other and are formed so as to be substantially orthogonal to the two planes of the mounting bracket 61 and coaxially. The mounting bracket 61 is fixed on the subframe 2 by welding or bolt connection, with the U-shaped opening direction being the vehicle upper side. In addition, the mounting bracket 61 is fixed on the subframe 2 so that the symmetry plane that is the center of the two opposing U-shaped planes substantially coincides with the vertical plane that includes the roll axis R of the power unit 3.

 The inner cylinder portion 33 of the main mount portion 23 is mounted on the mount bracket 61 by a bolt 81 inserted into both the bolt insertion hole 62 and the inner cylinder portion 33 of the main mount portion 23, and a nut 82 screwed into the bolt 81. Fastened and fixed to. By fastening and fixing the inner cylinder part 33 of the main mount part 23 to the mount bracket 61, the outer cylinder part 31 of the main mount part 23 of the mount arm 20 is supported on the subframe 2 via the elastic body 32. . The nut 82 may be fixed to the mount bracket 61 by welding.

 In addition, screw holes 71 as second and third support points of the mount support portion 26 are formed substantially vertically on the subframe 2. The screw hole 71 is formed between the mount bracket 61 that is the first support point and the power unit 3. Further, in a state where the inner cylinder portion 33 of the main mount portion 23 of the mount arm 20 is fastened and fixed to the mount bracket 61, the screw hole 71 is substantially in plan view with the inner cylinder portion 43 of the sub mount portion 24 of the mount arm 20. It is formed in a concentric position. That is, the screw holes 71 serving as the second and third support points are respectively formed on the subframe 2 at plane-symmetric positions with the vertical plane including the roll axis R of the power unit 3 as the plane of symmetry.

 The inner cylinder part 43 of the submount part 24 is fastened and fixed to the subframe 2 by a bolt 83 inserted into the inner cylinder part 43 of the submount part 24 and screwed into the screw hole 71. By fastening and fixing the inner cylinder part 43 of the submount part 24 to the subframe 2, the outer cylinder part 41 of the submount part 24 of the mount arm 20 is supported on the subframe 2 via the elastic body 42. . The screw hole 71 may be a through-hole formed in the sub-frame 2, and a nut is screwed into a bolt inserted into the through-hole and the inner cylinder portion 43, whereby the sub-frame 2 and the inner cylinder are It is good also as a structure which fastens and fixes the part 43. FIG.

 The outer cylinder portions 31 and 41 supported on the subframe 2 via the elastic bodies 32 and 42 are coupled by the main arm portion 21 and the sub arm portion 22, respectively. That is, the mount arm 20 is supported at three points on the subframe 2 via the elastic bodies 32 and 42.

 Further, the mount arm 20 is coupled to the mount mounting surface 3 c of the power unit 3 via a bolt 84. Therefore, the front engine mount 12 of the present embodiment supports the power unit 3 at three support points on the subframe 2 via the elastic bodies 32 and 42 and the mount arm 20. The three support points are plane symmetric with respect to the mount bracket 61 which is the first support point formed near the vertical plane including the roll axis R of the power unit 3 and the vertical plane including the roll axis R of the power unit 3. It is comprised by the pair of screw hole 71 which is the 2nd and 3rd supporting point each formed in the part which becomes.

 By the way, during the driving of the vehicle, the displacement of the power unit 3 with respect to the vehicle body is caused by an external force applied to the power unit due to a torque fluctuation of the output of the power unit 3, an undulation on the road surface, or an acceleration caused by a change in the traveling direction of the vehicle. Due to the displacement of the power unit 3 in each direction, a load in a corresponding direction is applied to the front engine mount 12 supporting the power unit 3.

 For example, when the vehicle passes over the road undulations, the power unit 3 tends to be displaced in the vehicle vertical direction or the pitch direction due to acceleration in the vehicle vertical direction. In this case, a load in the vertical direction of the vehicle is mainly applied to the front engine mount 12.

 Further, when the vehicle corners, the power unit 3 tends to be displaced in the vehicle left-right direction or the yaw direction by acceleration in the vehicle left-right direction. In this case, a load in the vehicle left-right direction is mainly applied to the front engine mount 12.

 Further, the power unit 3 generates vibration in the roll direction during idle operation. In this case, a moment force around the roll axis R of the power unit 3 is applied to the front engine mount 12.

 Further, even when the vehicle is stopped, a load to the lower side of the vehicle is applied to the front engine mount 12 due to the weight of the power unit 3.

 Here, the displacement of the power unit 3 described above is suppressed by the synthesis of reaction forces generated by the elastic bodies 32 and 42 of the main mount portion 23 and the sub mount portion 24 of the front engine mount 12. However, in the present embodiment, as will be described below, the load input to the front engine mount 12 is disassembled and taken into consideration for each direction, so that the loads in different directions can be reduced. It is set so that either one of the mount portions 24 mainly takes charge.

 The vehicle vertical load applied to the front engine mount 12 is decomposed into a load in a direction perpendicular to the axis of the elastic body 32 of the main mount portion 23 and a load in the axial direction of the elastic body 42 of the sub mount portion 24. . In the present embodiment, the spring constant for the axial deformation of the elastic body 42 of the submount 24 is set to be smaller than the spring constant for the deformation of the elastic body 32 in the direction perpendicular to the axis. That is, the displacement of the power unit 3 in the vehicle vertical direction is converged mainly by the repulsive force generated by the elastic body 32 of the main mount portion 23. Further, the weight of the power unit 3 is supported by the elastic body 32 of the main mount portion 23.

 Further, the vehicle lateral load applied to the front engine mount 12 is decomposed into a load in the axial direction of the elastic body 32 of the main mount portion 23 and a load in the direction perpendicular to the axis of the elastic body 42 of the sub mount portion 24. Is done. In the present embodiment, the spring constant for deformation in the direction perpendicular to the axis of the elastic body 42 of the sub-mount portion 24 is set to be larger than the spring constant for deformation in the axial direction of the elastic body 32. That is, the displacement of the power unit 3 in the left-right direction of the vehicle is converged mainly by the repulsive force generated by the elastic body 42 of the sub-mount portion 24.

 Further, the moment force around the roll axis R of the power unit 3 applied to the front engine mount 12 is such that the load in the direction of tilting the central axis of the elastic body 32 of the main mount portion 23 and the sub mount portion 24 is substantially horizontal. The elastic body 42 is decomposed into a load in the axial direction. At this time, the load in the axial direction on the elastic body 42 of the sub-mount portion 24 is applied to each of the elastic bodies 42 of the pair of sub-mount portions 24 disposed across the vertical plane including the roll axis R of the power unit 3. Acts in the opposite direction. In the present embodiment, the distance from the vertical plane including the roll axis R and the elasticity rather than the repulsive force generated by the deformation of the elastic body 32 with respect to the moment force around the roll axis R applied to the front engine mount 12. The repulsive force determined from the axial spring constant of the body 42 is set to be large. In other words, the displacement around the roll axis R of the power unit 3 is converged mainly by the repulsive force generated by the elastic body 42 of the submount portion 24.

 That is, in the present embodiment, the elastic body 32 of the main mount portion 23 is set to have a higher spring constant with respect to deformation in the direction perpendicular to the axis, and is set to have a smaller spring constant with respect to deformation in the other direction. Further, the elastic body 42 of the sub-mount portion 24 has a higher spring constant for deformation in the direction perpendicular to the axis, and a smaller spring constant for deformation in the other direction. As described above, as a method of changing the spring constant of the elastic body depending on the deformation direction, a known technique such as forming a hollow portion on the elastic body can be used.

 The effect | action by the front engine mount 12 which has said structure is demonstrated below.

 During idle operation of the power unit 3, the power unit 3 generates idle vibration that swings around the roll axis R. The idle vibration of the power unit 3 is attenuated and absorbed by the three elastic bodies of the main mount portion 23 and the pair of sub mount portions 24 of the front engine mount 12. Idle vibration is mainly the product of the elastic force generated when the elastic body 42 of the pair of submount portions 24 is deformed in the axial direction and the distance from the vertical plane including the submount portion 24 and the roll axis R. Is attenuated and absorbed by the force determined by.

 On the other hand, when the vehicle passes over the road surface, the power unit 3 is displaced in the vehicle vertical direction. The displacement of the power unit 3 in the vehicle vertical direction is mainly suppressed by the elastic force generated when the elastic body 32 of the main mount portion 23 is elastically deformed in the direction perpendicular to the axis.

 Further, when the vehicle corners, the power unit 3 is displaced in the left-right direction and the yaw direction of the vehicle. The displacement of the power unit 3 in the left-right direction and the yaw direction of the vehicle is mainly suppressed by the elastic force generated when the elastic bodies 42 of the pair of submount portions 24 are deformed in the direction perpendicular to the axis.

 The front engine mount 12 according to the present embodiment has the following effects. As described above, the front engine mount 12 supports the vicinity of the vertical plane including the roll axis R of the power unit 3 by the three support points of the main mount portion 23 and the pair of sub mount portions 24, and is in different directions. A load input with a component is mainly received by either one of the main mount portion 23 and the sub mount portion 24. Further, the sub mount portion 24 is disposed with a predetermined distance from a vertical plane including the roll axis R.

 Therefore, characteristics such as rigidity for supporting the power unit 3 of the entire front engine mount 12 are determined by characteristics of each of the three independent elastic bodies and respective positions. For this reason, the front engine mount 12 of the present embodiment has characteristics in each direction as compared with the conventional method of supporting the power unit by arranging one elastic body per support point of the power unit. High degree of freedom of setting. In addition, the load that is input to the front engine mount 12 with components in different directions is mainly received by either the main mount portion 23 or the sub-mount portion 24. The characteristics of the respective elastic bodies 32 and 42 can be determined by decomposing each of them. For this reason, the design of the characteristics of the entire front engine mount 12 is facilitated.

 Therefore, according to the front engine mount 12 of the present embodiment, a power unit support structure capable of reducing transmission of vibration generated by the power unit 3 to the vehicle body while suppressing displacement of the power unit 3 with respect to the vehicle body is realized. be able to.

 For example, the rigidity around the roll axis R of the front engine mount 12 is determined by including not only the characteristics of the three elastic bodies but also a parameter such as the distance from the plane including the roll axis R of the sub-mount portion 24. Therefore, it becomes easy to independently set the rigidity around the roll axis R of the front engine mount 12 and the rigidity in the other direction, and absorb the vibration generated by the power unit 3 while suppressing the displacement of the power unit 3. The front engine mount 12 that can be used can be realized.

 FIG. 4 is a plan view showing a modification of the front engine mount 12 of the present embodiment. In the present embodiment, the central axis of the main mount portion 23 is disposed so as to be farther from the power unit 3 with respect to the plane including the central axis of the pair of submount portions 24. The positional relationship between the pair of sub-mount portions 24 may be different depending on the layout in the engine room 100 where the front engine mount 12 is disposed. For example, as shown in FIG. 4A, the central axis of the main mount portion 23 may be arranged on the same plane as the central axis of the pair of sub mount portions 24. As shown in FIG. 4B, the central axis of the main mount portion 23 may be disposed closer to the power unit 3 than the plane including the central axis of the pair of sub mount portions 24.

 In the present embodiment, the front engine mount 12 is connected to the subframe 2, but if there is a member that can connect the front engine mount 12 near the vertical plane including the roll axis R of the power unit 3, The front engine mount 12 may be connected to the member.

(Second Embodiment)
FIG. 5 shows a second embodiment of the present invention. In the following description, only differences from the first embodiment will be described. The same reference numerals are given to the same components as those in the first embodiment, and the description thereof will be omitted.

 As shown in FIG. 5, side frames 201 extending in the vehicle front-rear direction are disposed on both sides in the vehicle left-right direction in an engine room 200 provided at the front of the vehicle. The power unit 203 is supported by engine mounts 211 and 212 that are coupled to both sides in the vehicle left-right direction with the roll axis R directed in the vehicle left-right direction. The power unit 203 is composed of a horizontal engine and a transmission. The engine mount 211 is coupled to the left side frame 201 of the vehicle and supports the power unit 203 via an elastic body such as a rubber bush.

 The engine mount 212 is coupled to the side frame 201 on the right side of the vehicle, and supports the power unit 203 via an elastic body such as a rubber bush. The mount arm 20 of the engine mount 212 is fixed in the vicinity of the vertical plane including the roll axis R of the power unit 203 and sandwiches the main mount portion 23 formed in the vicinity of the vertical plane including the roll axis R and the vertical plane including the roll axis R. And sub-mount portions 24 formed on both sides.

 According to this embodiment, since it is possible to suppress the displacement of the power unit 203 around the roll axis R, the roll of the power unit is conventionally among the engine mounts that support the power unit at the left and right sides of the power unit and at the rear of the vehicle. There is no need for an engine mount behind the vehicle that contributes to suppression of displacement around the axis. For this reason, according to this embodiment, the effect that the weight reduction of a vehicle and the freedom degree of the layout of the components arrangement | positioning in the engine room 200 improves is acquired. Other effects are the same as those of the first embodiment.

It is a schematic plan view which shows the support structure of the power unit by 1st Embodiment. It is a schematic side view of a vehicle body front part. It is a disassembled perspective view explaining schematic structure of a front engine mount. It is the top view which showed the modification of the front engine mount. It is a schematic plan view which shows the support structure of the power unit by 2nd Embodiment.

Explanation of symbols

  1 side frame, 2 subframe, 3 power unit, 3a engine, 3b transmission, 3c mount mounting surface part, 4 coupling part, 11 side engine mount, 12 front engine mount, 20 mount arm, 23 main mount part, 24 submount part, 26 Mount support, 100 engine room, G center of gravity, R roll axis

Claims (3)

In the support structure of the power unit that supports the power unit to the vehicle body via the arm,
The arm includes a first support point provided in the vicinity of the vertical plane including the roll axis of the power unit and a second support point and a third support point provided on both sides of the first support point via an elastic body. The power unit support structure is supported by the vehicle body. The arm is
A main arm portion that extends in the roll axis direction of the power unit, one end is supported by the vehicle body via an elastic body at the first support point, and the other end is fixed to the power unit;
2. A pair of sub-arm portions extending laterally from the main arm portion and having one end supported by the vehicle body via an elastic body at the second and third support points. The power unit support structure according to claim 1. The elastic body includes an inner cylinder fixed to each of the first, second, and third support points of the vehicle body, and each of the main arm portion and the pair of sub arm portions disposed on the outer periphery of the inner cylinder. Between the outer cylinder provided at one end of the
The central axis of the inner cylinder fixed to the first support point is orthogonal to the vertical plane including the roll axis of the power unit,
3. The power unit support structure according to claim 1, wherein a central axis of the inner cylinder fixed to the second and third support points coincides with a vertical direction. 4.

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