JP2008055970A - Variable support stiffness mount device, and variable stiffness mount - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a variable support stiffness mount device which can suppress the approach of a crew member existing in a vehicle to the inside surface of a vehicle body in the collision of the vehicle, and further to provide a variable stiffness mount composing the variable support stiffness mount device. <P>SOLUTION: The variable supporting stiffness mount device is applied to the front structure 10 of the vehicle body. The front structure 10 comprises the variable stiffness mounts 28 which supports a power unit 14 on suspension members 12, and can vary the supporting stiffness for the power unit 14 on the suspension members 12. When the collision of the vehicle has been detected or predicted based on the signal from a collision sensor 58, a controller 56 controls the supporting stiffness for a heavy object by means of the variable stiffness mount 28 so as to regulate the turning behavior of the object to be caused by the collision of the vehicle. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a support stiffness variable mount device capable of changing the support stiffness of a heavy object such as a power unit with respect to a vehicle body, and a variable stiffness mount constituting the support stiffness variable mount device.

A technique for improving the occupant's protection by forcibly turning when a side collision is predicted is considered (for example, see Patent Document 1).
JP 2005-254942 A JP-A-5-238287 JP-A-4-193624

  However, in the conventional techniques as described above, depending on the steering direction, there may occur a case where the occupant approaches the side of the vehicle body due to inertia.

  In consideration of the above-described facts, the present invention provides a variable support rigidity mount device that can prevent a passenger in a vehicle from approaching the inner surface of a vehicle body in the event of a vehicle collision, and a variable rigidity mount that constitutes the variable support rigidity mount device. Is the purpose.

  In order to achieve the above object, a variable support rigidity mount device according to the first aspect of the present invention includes a variable rigidity mount capable of supporting a heavy object with respect to a vehicle body and changing the support rigidity of the heavy object with respect to the vehicle body, and a vehicle. Control means for controlling the support rigidity of the heavy object by the variable rigidity mount so as to adjust the rotational behavior due to the collision of the vehicle when a collision is detected or predicted.

  In the variable support rigidity mount device according to claim 1, for example, by changing the support rigidity of the variable rigidity mount, for example, the connection state between the vehicle body and the heavy object is changed between an elastic connection state and a rigid (fixed) connection state. And can be switched. Thereby, for example, it is possible to control the equivalent (dynamic) mass and the position of the center of gravity of the vehicle at the time of a collision. Here, the control means that detects or predicts the collision of the vehicle controls the support rigidity of the variable rigid mount so as to adjust the rotational behavior (rotation in the horizontal plane) of the vehicle body, so that the rotation of the vehicle due to the collision external force at the time of the collision is controlled. The behavior can be controlled to a favorable behavior. Thereby, for example, it is possible to cause a rotational behavior of the vehicle in which the inner surface of the vehicle body is separated from the occupant or the proximity speed of the inner surface of the vehicle body to the occupant is reduced.

  As described above, in the variable support rigidity mount device according to the first aspect, it is possible to prevent the occupant in the vehicle from approaching the inner surface of the vehicle body at the time of the vehicle collision.

  According to a second aspect of the present invention, there is provided a variable support rigidity mount device that supports a power unit on a vehicle body, and can detect or predict a side collision of the vehicle with a variable rigidity mount that can change the support rigidity of the power unit with respect to the vehicle body. And a control means for controlling the support rigidity of the power unit by the variable rigidity mount so that the center of gravity of the vehicle approaches the input position of the side collision load.

  In the support rigidity variable mount device according to claim 2, for example, by changing the support rigidity of the variable rigidity mount, the connection state between the vehicle body and the power unit is changed from an elastic connection state to a rigid (fixed) connection state. You can switch. Thereby, for example, it is possible to control the equivalent (dynamic) mass and the position of the center of gravity of the vehicle at the time of a collision. Here, the control means that detects or predicts the side collision of the vehicle controls the support rigidity of the variable rigid mount so that the center of gravity of the vehicle approaches the input position of the side collision load. The moment to rotate (rotate in the horizontal plane) can be kept small. Thereby, it can suppress that a vehicle body inner surface adjoins a passenger | crew by rotating a vehicle with a side collision.

  Thus, in the support rigidity variable mount device according to the second aspect, it is possible to suppress the occupant in the vehicle from approaching the inner surface of the vehicle body at the time of the vehicle collision.

  According to a third aspect of the present invention, there is provided a variable support rigidity mount device that supports a power unit on a vehicle body, and can detect or predict a side collision of the vehicle with a variable rigidity mount that can change the support rigidity of the power unit with respect to the vehicle body. And a control means for controlling the support rigidity of the power unit by the variable rigidity mount so that the center of gravity of the vehicle approaches an intermediate position between the input position of the side collision load and the occupant's boarding position.

  In the support stiffness variable mount device according to claim 3, for example, by changing the support stiffness of the variable stiffness mount, the connection state between the vehicle body and the power unit is changed from an elastic connection state to a rigid (fixed) connection state. You can switch. Thereby, for example, it is possible to control the equivalent (dynamic) mass and the position of the center of gravity of the vehicle at the time of a collision. Here, the control means that detects or predicts the side collision of the vehicle is, for example, an intermediate position between the occupant boarding position detected (detected) based on the signal from the occupant boarding position detection means and the input position of the side collision load. In addition, the support stiffness of the variable stiffness mount is controlled so that the center of gravity of the vehicle approaches. As a result, the movement direction of the inner surface of the vehicle body with respect to the occupant located on one side with respect to the vehicle center of gravity is opposite to the movement direction due to the collision load on the other side with respect to the center of gravity. (Rotate in a horizontal plane).

  Thus, in the support rigidity variable mount device according to the third aspect, it is possible to prevent the occupant in the vehicle from approaching the inner surface of the vehicle body at the time of the vehicle collision.

  According to a fourth aspect of the present invention, there is provided a variable support rigidity mount device that supports a power unit on a vehicle body and can detect or predict a side collision of the vehicle with a variable rigidity mount that can change the support rigidity of the power unit with respect to the vehicle body. And control means for increasing the support rigidity of the power unit by the variable rigidity mount.

  In the support rigidity variable mount device according to claim 4, for example, by changing the support rigidity of the variable rigidity mount, the connection state between the vehicle body and the power unit is changed from an elastic connection state to a rigid (fixed) connection state. You can switch. This makes it possible to control the equivalent (dynamic) mass of the vehicle at the time of a collision, for example. Here, the control means that detects or predicts the side collision of the vehicle increases the support rigidity of the power unit by the variable rigidity mount. As a result, the equivalent mass of the vehicle increases, and the amount of movement of the vehicle due to the side collision load is kept small.

  Thus, in the support rigidity variable mount device according to the fourth aspect, it is possible to prevent the occupant in the vehicle from approaching the inner surface of the vehicle body at the time of the vehicle collision.

  According to a fifth aspect of the present invention, there is provided the variable support rigidity mount device according to any one of the first to fourth aspects, wherein the control means detects a collision or a side collision of the vehicle. Or, when not predicted, the support rigidity of the heavy object or the power unit by the variable rigidity mount is controlled so that the floor vibration of the vehicle is suppressed.

  In the variable support rigidity mount device according to the fifth aspect, for example, the floor vibration of the vehicle is suppressed by adjusting the support rigidity of the variable rigidity mount during normal driving or idling of the vehicle. That is, occupant protection during a collision (side collision) and improvement of vibration and noise performance during normal operation can be achieved.

  According to a sixth aspect of the present invention, there is provided a variable support rigidity mount device according to the fifth aspect, wherein the variable rigidity mount encloses an electrorheological fluid, and the heavy object or power unit and the vehicle body are enclosed. The liquid flows in accordance with the relative displacement in the horizontal direction between the first electrode provided in the orifice through which the electrorheological fluid flows with the relative displacement in the vertical direction of the vehicle body and the heavy object or the power unit and the vehicle body. A second electrode provided on the orifice, and the first electrode and the second electrode are configured to be able to apply a voltage independently.

  In the support stiffness variable mount device according to claim 6, when the control device controls the support stiffness of the heavy object or the power unit with respect to the vehicle body to suppress floor vibration, for example, the stiffness in the vertical direction of the vehicle body is mainly adjusted. In this way, the voltage applied to the first electrode is controlled. On the other hand, when adjusting the support rigidity of the heavy object or the power unit with respect to the vehicle body in the event of a vehicle collision or a side collision, the voltages applied to the first and second electrodes are controlled. As a result, for example, an adjustment range of the support rigidity of the heavy object or the power unit with respect to the vehicle body is widened.

  The support stiffness variable mount device according to claim 7 is the support stiffness variable mount device according to any one of claims 1 to 5, wherein the variable stiffness mount encloses liquid and The liquid flows in accordance with the relative displacement of the heavy object or power unit and the vehicle body in the longitudinal direction of the vehicle body, and the first orifice through which the liquid flows in association with the relative displacement of the heavy object or power unit and the vehicle body in the longitudinal direction of the vehicle body. A second orifice, and a third orifice through which the liquid flows in accordance with a relative displacement in the vehicle width direction between the heavy object or power unit and the vehicle body, and at least one flow resistance of the first to third orifices. By changing, the support rigidity of the heavy object or the power unit is changed.

  8. The variable support rigidity mounting device according to claim 7, wherein the variable rigidity mount enclosing the liquid increases the flow resistance of at least one of the first to third orifices to increase the flow resistance at least in the orifice. The rigidity increases in the direction in which the flow (shear) occurs.

  According to an eighth aspect of the present invention, there is provided a variable support stiffness mounting apparatus according to the seventh aspect, wherein the variable rigidity mount encloses an electrorheological fluid, and the first to third orifices. A voltage can be applied to each of the electrodes provided independently.

  In the support rigidity variable mounting apparatus according to claim 8, when a voltage is applied between the electrodes provided in the first to third orifices, the viscosity (apparent viscosity) of the electrorheological fluid existing between the electrodes (inside the orifice), that is, The flow resistance increases, and the rigidity increases at least in the direction in which the flow (shear) of the electrorheological fluid occurs in the orifice. Since voltage can be applied independently to the electrodes provided on each orifice, the rigidity in each direction in the vehicle vertical direction, vehicle longitudinal direction and vehicle width direction can be controlled independently. Since the rigidity when a voltage is applied to the electrode is increased, the change range of the rigidity can be increased. This configuration of the variable rigid mount is suitably applied to a configuration that performs both floor vibration control and collision response control, for example.

  The support stiffness variable mount device according to claim 9 is the support stiffness variable mount device according to claim 7 or claim 8, wherein the variable stiffness mount includes an inner cylinder that forms a central liquid chamber therein, and An outer cylinder that coaxially surrounds the inner cylinder and forms a surrounding liquid chamber between the inner cylinder and an elastic body that connects the inner cylinder and the outer cylinder, and the first orifice is The central liquid chamber communicates with the surrounding liquid chamber, and the second orifice and the third orifice are provided so that the electrorheological fluid flows in different directions in the surrounding liquid chamber.

  According to a ninth aspect of the present invention, the first to third orifices are formed with a simple structure in which the inner cylinder and the outer cylinder are coaxially arranged so that their axis lines are along the vertical direction of the vehicle body. Can do.

  A variable-rigidity mount according to a tenth aspect of the invention includes a central liquid chamber formed therein, an inner cylinder disposed so that an axial direction coincides with a vertical direction of the vehicle body, and coaxially surrounding the inner cylinder, An outer cylinder that forms a surrounding liquid chamber between the inner cylinder, an elastic body that connects the inner cylinder and the outer cylinder to each other at one end in the axial direction, the central liquid chamber, and the inner liquid chamber that communicate with each other; A first orifice in which a liquid flow is generated in accordance with the relative displacement in the axial direction between the inner cylinder and the outer cylinder, and provided in the surrounding liquid chamber, and the liquid in accordance with a relative change in the vehicle body longitudinal direction between the inner cylinder and the outer cylinder. A second orifice that generates a flow; a third orifice that is provided in the surrounding liquid chamber and that generates a liquid flow in accordance with a relative change in the vehicle width direction between the inner cylinder and the outer cylinder; and the first to third orifices And an orifice resistance adjusting means capable of independently changing the flow resistance.

  In the variable rigid mount according to claim 10, when a relative displacement in the vertical direction of the vehicle body occurs between the inner cylinder and the outer cylinder, a liquid flow (shear) occurs in the first orifice that communicates the central liquid chamber and the surrounding liquid chamber. When relative displacement in the longitudinal direction of the vehicle body occurs between the inner cylinder and the outer cylinder, a liquid flow (shear) occurs in the second orifice of the surrounding liquid chamber, and relative displacement in the vehicle width direction occurs between the inner cylinder and the outer cylinder. Then, a liquid flow (shear) occurs in the third orifice. Therefore, when the flow resistance of the first orifice is increased by the orifice resistance adjusting means, the rigidity in the vertical direction of the vehicle body is increased, and when the flow resistance of the second orifice is increased by the orifice resistance adjusting means, the rigidity in the longitudinal direction of the vehicle body is increased. Increasing the flow resistance of the third orifice by the resistance adjusting means increases the rigidity in the vehicle width direction.

  The variable rigid mount according to an eleventh aspect of the present invention is the variable rigid mount according to the tenth aspect, wherein an electrorheological fluid is enclosed in the central liquid chamber and the surrounding liquid chamber, and the orifice resistance adjusting means is The electrode includes electrodes provided in the first to third orifices, respectively, and a power supply device capable of applying a voltage independently to the electrodes of the first to third orifices.

  12. The variable rigid mount according to claim 11, wherein when a voltage is applied between the electrodes provided in the first to third orifices, the viscosity (apparent viscosity) of the electrorheological fluid existing between the electrodes (inside the orifice), that is, the flow resistance. And the rigidity increases at least in the direction in which the flow (shear) of the electrorheological fluid occurs in the orifice. Since voltage can be applied independently to the electrodes provided in each orifice, the rigidity in each direction of the vehicle body vertical direction, vehicle body longitudinal direction, and vehicle width direction can be controlled independently.

  As described above, the variable support rigidity mount device according to the present invention has an excellent effect that it is possible to suppress the occupant in the vehicle from approaching the inner surface of the vehicle body in the event of a vehicle collision. In addition, the variable stiffness mount according to the present invention is applied to the above-described support stiffness variable mount device, and has an excellent effect that an occupant in the vehicle can be prevented from approaching the inner surface of the vehicle body at the time of a vehicle collision.

  A vehicle body front structure 10 to which a variable support rigidity mount device according to a first embodiment of the present invention is applied will be described with reference to FIGS. 1 to 5. In the figure, the arrow FR indicates the front direction in the vehicle longitudinal direction, and the arrow UP indicates the upward direction in the vehicle vertical direction.

  FIG. 1 shows a schematic overall configuration of the vehicle body front structure 10 in a plan view. As shown in this figure, the vehicle body front structure 10 is configured to support a power unit 14 as a heavy object on a suspension member (subframe) 12 as a vehicle body skeleton. Specifically, the suspension member 12 includes a pair of left and right side rails 16 as longitudinal frame members that are elongated in the longitudinal direction of the vehicle body and juxtaposed in the vehicle width direction, and the left and right side rails 16 that are elongated in the vehicle width direction. A front cross member 18 as a horizontal frame member spanning between the front ends 16A, and a rear cross member 20 as a horizontal frame member that is long in the vehicle width direction and spans between the rear ends 16B of the left and right side rails 16. It is configured as the main part.

  Thus, the suspension member 12 is formed in a substantially rectangular frame shape in plan view, and is a so-called well-shaped suspension member. The rear ends 16B of the left and right side rails 16 are connected to the longitudinal middle portion of the front side member (for example, the rear lower end portion of the kick portion joined to the dash panel, for example) which is a skeleton member elongated in the longitudinal direction of the vehicle body. It is like that.

  The power unit 14 is configured by integrating an engine (in this embodiment, an internal combustion engine) 22 and a transmission 24 as a transmission. In this embodiment, the power unit 14 is an engine horizontal type in which a transmission 24 is attached to one side (left side) of the engine 22 in the vehicle width direction.

  As shown in FIG. 1, the power unit 14 is supported by the suspension member 12, which is a vehicle body side member, via a plurality of mount portions 26. In this embodiment, the mount portions 26 are provided at a total of four locations, front, rear, left, and right with respect to the power unit 14. The four mount portions 26 each include a mount member that includes an elastic body such as rubber, and elastically supports the power unit 14 with respect to the suspension member 12.

  In the vehicle body front structure 10, at least one of the mount members constituting the four mount portions 26 is a variable stiffness mount 28 that can change the stiffness. In this embodiment, each of the four mount portions 26 includes a variable rigid mount 28. Hereinafter, when distinguishing each mount part 26, they are referred to as a mount part 26Rh, a mount part 26Lh, a mount part 26Fr, and a mount part 26Rr.

  As shown in FIG. 2, the variable rigid mount 28 has an inner cylinder 30 and an outer cylinder 32 provided coaxially. The inner cylinder 30 and the outer cylinder 32 are connected to each other by a mounting rubber 34 as an elastic body made of rubber or the like fixed by adhesion or the like. A fluid chamber 36 is formed between the mount rubber 34 and the outer cylinder 32 in the variable rigid mount 28. The fluid chamber 36 includes a main fluid chamber 36A, a sub-fluid chamber 36B, and an orifice 36C that communicates the main fluid chamber 36A and the sub-fluid chamber 36B, and the main fluid passes through the orifice 36C according to deformation of the mount rubber 34. The internal fluid flows (shears) between the chamber 36A and the sub fluid chamber 36B. In this embodiment, a pair of orifices 36 </ b> C are provided so as to be along the vertical direction of the vehicle body and symmetrical with respect to the inner cylinder 30. The sub fluid chamber 36B is provided with a diaphragm 38 that is formed on the mount rubber 34 and allows movement of the internal fluid (volume change of the sub fluid chamber 36B).

  As described above, the variable rigid mount 28 is a liquid seal mount in which the flow resistance of the internal fluid passing through the orifice 36C generates a damping force and is characterized by an elastic (rigid) characteristic. The variable rigid mount 28 includes a pair of electrodes 40A and 40B in which an electrorheological fluid is sealed in the fluid chamber 36 and fixed to a wall portion defining each orifice 36C. The electrode 40A is fixed to the outer cylinder 32 side via an insulator 42, and the electrode 40B is fixed to an orifice wall body 44 that is attached to the mount rubber 34 and maintains the shape of the orifice 36C.

  The electrorheological fluid is a functional fluid whose viscosity or apparent viscosity (shear stress with respect to the shear rate) changes according to the magnitude of the applied voltage, and the variable rigid mount 28 is applied between the pair of electrodes 40A and 40B. The rigidity and damping characteristics vary depending on the voltage applied. Supplementing the rigidity, in the variable rigidity mount 28, a voltage is applied between the pair of electrodes 40A and 40B to expand and contract the main fluid chamber 36A and the subfluid chamber 36B (in this embodiment, in the longitudinal direction of the orifice 36C). Rigidity in the vertical direction of the vehicle body that is substantially the same, rigidity in the direction of shearing the electrorheological fluid between the pair of electrodes 40A and 40B (direction in which the inner cylinder 30 and the outer cylinder 32 are relatively displaced in the axial direction), and the orifice 36C Rigidity in the direction of expanding / contracting the gap (opposite gap between the pair of electrodes 40A and 40B) is configured to increase as compared with the corresponding rigidity in a state where no voltage is applied between the pair of electrodes 40A and 40B. .

  As shown in FIG. 1, in the mount portion 26 </ b> Rh, the inner cylinder 30 (not shown in FIG. 1) of the variable stiffness mount 28 is fixed to the right end 22 </ b> A of the engine 22 via the bracket 46, and outside the variable stiffness mount 28. The cylinder 32 is directly or indirectly fixed to the longitudinal center of the right side rail 16. In the mount portion 26Lh, the inner cylinder 30 of the variable rigid mount 28 is fixed to the left end 24A of the transmission 24 via the bracket 48, and the outer cylinder 32 of the variable rigid mount 28 is directly or indirectly connected to the left side. The rail 16 is fixed to the central portion in the longitudinal direction.

  Further, in the mount portion 26Fr, the inner cylinder 30 of the variable rigid mount 28 is fixed to the front end 22B of the engine 22 via the bracket 50, and the outer cylinder 32 of the variable rigid mount 28 is directly or indirectly connected to the front cross member. 18 is fixed to the central portion in the longitudinal direction. Furthermore, in the mount portion 26Rr, the inner cylinder 30 (not shown in FIG. 1) of the variable rigidity mount 28 is fixed to the rear end 22C of the engine 22 via the bracket 52, and the outer cylinder 32 of the variable rigidity mount 28 is fixed. The rear cross member 20 is fixed directly or indirectly at the center in the longitudinal direction.

  As shown in FIG. 3, the suspension member 12 and the power unit 14 are arranged in an engine room E provided in the front part of the automobile A to which the vehicle body front part structure 10 is applied. In the vehicle body front structure 10 in which each mount portion 26 has the variable stiffness mount 28, the support rigidity of the power unit 14 by each variable stiffness mount 28 is low, and the support stiffness of the power unit 14 by each variable stiffness mount 28 is high. It is set as the structure which can be switched.

  Here, the state in which the support rigidity of the power unit 14 by each variable rigidity mount 28 is low is that when a predetermined acceleration is applied to the vehicle, the power unit 14 (mass thereof) is a vehicle body (part of the vehicle excluding the power unit 14 mainly). ) In a state where the power unit 14 is separated by the variable rigid mount 28 and the support rigidity of the power unit 14 is low when a predetermined acceleration is applied to the vehicle. 14 can be regarded as a power unit coupling state in which the vehicle body can easily follow the vehicle body (a state in which the dynamic mass is large), and in the vehicle body front structure 10, the voltage application to the electrodes 40 </ b> A and 40 </ b> B of each variable stiffness mount 28 is controlled. The power unit disconnected state and the power unit combined state can be switched.

  Therefore, the vehicle body front structure 10 includes a power supply device 54 for applying a voltage between the pair of electrodes 40A and 40B of the variable rigid mount 28, a controller 56 as a control means for controlling the operation of the power supply device 54, the vehicle body A collision sensor 58 for predicting or detecting a side collision of the vehicle to which the front structure 10 is applied is further provided. The collision sensor 58 is, for example, an acceleration sensor, a contact switch, a distance sensor or the like provided in the center pillar of the automobile A. The controller 56 receives a predetermined collision signal from the electrically connected collision sensor 58. In this case, the side collision is detected or predicted.

  When the controller 56 detects or predicts the occurrence of a side collision based on the collision signal from the collision sensor 58 as described above, the controller 56 has a predetermined value between the electrodes 40A and 40B constituting the variable rigid mount 28 of each mount portion 26. The power supply device 54 is controlled so that the above voltage (the maximum voltage that can be applied by the power supply device 54 in this embodiment) is applied.

  In this embodiment, the controller 56 is electrically connected to the floor vibration sensor 60, and the applied voltage (power supply device) to the pair of electrodes 40A, 40B of the variable rigid mount 28 so that the floor vibration is suppressed. 54) is controlled. Various methods are conceivable for suppressing (controlling) floor vibration by the variable stiffness mount 28 (a known method can be selected), and thus the description thereof is omitted. In this embodiment, the controller 56 is configured to perform feedback control based on a signal from the floor vibration sensor 60 so that the vibration (acceleration) of the vehicle body floor is minimized.

  The operation of the vehicle body front structure 10 according to the first embodiment will be described with reference to the flowchart shown in FIG.

  In the vehicle body front structure 10 having the above configuration, the controller 56 predicts or detects the occurrence of a side collision of the automobile A in step S12 based on the signal from the collision sensor 58 input in step S10. If the controller 56 determines that a side collision has not occurred or the occurrence probability is equal to or less than a predetermined threshold value, the controller 56 proceeds to step S14.

  Based on the signal from the floor vibration sensor 60 input in step S14, the controller 56 determines whether or not the floor vibration is minimized (vibration level is within an allowable range) in step S16. If the controller 56 determines that the floor vibration has not been minimized, the controller 56 proceeds to step S18, applies a control voltage between the electrodes 40A, 40B of each variable rigid mount 28, or applies between the electrodes 40A, 40B. Change the voltage. Thereafter, the controller 56 returns to step S10. If the controller 56 determines that the floor vibration has been minimized in step S26, the controller 56 returns to step S10 as it is. The controller 56 repeats the above operations until the side collision of the automobile A is detected or predicted, and performs feedback control so that floor vibration is minimized.

  If the controller 56 determines in step S12 that a side collision has occurred in the automobile A, or the occurrence probability exceeds a predetermined threshold (inevitable), the controller 56 proceeds to step S20. In step S <b> 20, the controller 56 controls the power supply device 54 to apply the maximum voltage that can be applied by the power supply device 54 between the electrodes 40 </ b> A and 40 </ b> B of the four variable rigid mounts 28.

  Then, each variable stiffness mount 28 has a support rigidity of the power unit 14 with respect to the suspension member 12, that is, the vehicle body, due to a change in viscosity between the electrodes 40 </ b> A and 40 </ b> B of the enclosed electrorheological fluid (inside the orifice 36 </ b> C). For this reason, in the automobile A to which the vehicle body front structure 10 is applied, the suspension unit 12, that is, the power unit 14 is highly constrained with respect to the vehicle body, and the equivalent (dynamic) mass of the automobile A increases. Thereby, the movement amount and acceleration of the movement of the vehicle body of the automobile A accompanying the side collision (for example, translation in the arrow C direction accompanied by the rotation in the arrow B direction as indicated by the imaginary line in FIG. 5) can be suppressed. .

  That is, if F is the load input to the car A due to a side collision, m is the mass of the car A, and α is the acceleration, F = m × α. By increasing m, the acceleration α of the automobile A is reduced, and the movement amount of the automobile A is also reduced. Therefore, in the vehicle A to which the vehicle body front structure 10 is applied, the proximity amount and proximity speed of the vehicle body inner surface (for example, door trim) with respect to an occupant who is not restrained by the vehicle body in the vehicle width direction are suppressed, and occupant protection is achieved.

  Next, another embodiment of the present invention will be described. Note that parts / parts that are basically the same as those in the first embodiment or the previous configuration are denoted by the same reference numerals as those in the first embodiment or the previous configuration, and description thereof is omitted. Illustration may be omitted.

(Second Embodiment)
FIG. 6 is a plan view showing a vehicle body front structure 70 to which the variable support rigidity mount device according to the second embodiment of the present invention is applied. As shown in this figure, the vehicle body front structure 70 is mechanically configured in the same manner as the vehicle body front structure 10, and includes a controller 72 instead of the controller 56, according to the first embodiment. Different from the vehicle body front structure 10. The vehicle body front structure 70 includes a collision sensor 74 instead of the collision sensor 58 or together with the collision sensor 58.

  The collision sensor 74 includes a pair of front and rear acceleration sensors, a contact switch, a distance sensor, and the like provided on the side of the automobile A, and the controller 72 detects or operates based on an input signal from the collision sensor 74. It is determined whether the predicted side collision is a front collision or a rear collision in the longitudinal direction of the vehicle body. When detecting or predicting a side collision to the front of the vehicle body, the controller 72 controls the power supply 54 so that each variable rigid mount 28 is in the power unit coupled state, and detects or predicts a side collision to the rear of the vehicle body. In such a case, the power supply device 54 is controlled so that each of the variable rigid mounts 28 is disconnected from the power unit.

  The vehicle A to which the vehicle body front structure 70 is applied is the same as the vehicle A to which the vehicle body front structure 10 is applied. As compared with the above, at least a part of the mass of the power unit 14 can be regarded as being added to the vehicle body mass, and the dynamic mass is increased. Although not described in the first embodiment, the position of the center of gravity Ga of the automobile A when each variable rigid mount 28 is in the power unit coupled state is compared with the position of the center of gravity Gb when the power unit is separated. And since the mass of the power unit 14 is added to the vehicle body front part, it is located in the front side of the vehicle body front-back direction. Therefore, as shown in FIG. 8, the vehicle body front structure 70 (vehicle body front structure 10) is configured such that the position of the center of gravity can be switched depending on whether or not the voltage is applied to each variable rigid mount 28.

  The operation of the vehicle body front structure 70 according to the second embodiment will be described with reference to the flowchart shown in FIG. The description of the same steps as those in the flowchart of FIG. 4 is omitted.

  In the vehicle body front structure 70 configured as described above, if the controller 72 detects or predicts a side collision in step S12 based on the signal from the collision sensor 74, the controller 72 proceeds to step S30, and the side collision occurs based on the signal from the collision sensor 74. It is determined whether or not it occurred at the front part of the vehicle body. If it is determined that a side collision has occurred at the front of the vehicle body, the process proceeds to step S32 so that the maximum voltage that can be applied by the power supply device 54 is applied between the electrodes 40A, 40B of the four variable rigid mounts 28. The power supply 54 is controlled.

  Then, each variable stiffness mount 28 has a support rigidity of the power unit 14 with respect to the suspension member 12, that is, the vehicle body, due to a change in viscosity between the electrodes 40 </ b> A and 40 </ b> B of the enclosed electrorheological fluid (inside the orifice 36 </ b> C). As a result, the center of gravity of the automobile A moves to the center of gravity Ga ahead of the center of gravity Gb when no voltage is applied between the electrodes 40A and 40B of each variable stiffness mount 28. That is, in the automobile A, the center of gravity is switched to the center of gravity Ga close to the input position of the load F1 due to the side collision with the front part as shown in FIG. For this reason, the moment (arm) which tries to rotate the automobile A around the center of gravity by the load F1 is reduced, and the rotation amount and angular acceleration around the center of gravity of the automobile A due to the side collision can be kept small.

That is, if the distance from the point of application of the load F1 to the center of gravity of the automobile A is L, the completion moment of the automobile A is I, and the angular acceleration is (d ² θ / dt ² ), then I × (d ² θ / dt ² ) = F1 × L, the angular acceleration (d ² θ / dt ² ) of the automobile A is reduced by switching the center of gravity of the automobile A from the center of gravity Gb to the center of gravity Ga and reducing the distance L. The amount of rotation is also reduced. Therefore, in the automobile A to which the vehicle body front structure 70 is applied, the proximity amount and proximity speed of the vehicle body inner surface (for example, door trim) with respect to an occupant who is not restrained by the vehicle body in the vehicle width direction are suppressed, and occupant protection is achieved.

  On the other hand, the controller 56 that has determined that the part where the side collision has occurred in step S30 is not the front part of the vehicle body, proceeds to step S34 so that the applied voltage between the electrodes 40A and 40B of the four variable rigid mounts 28 becomes zero. The power supply device 54 is controlled. As a result, in the vehicle body front structure 70, the power unit 14 is separated from the power unit 14 in a state where the support rigidity of the power unit 14 by the variable rigidity mounts 28 is low, and the center of gravity of the automobile A becomes the center of gravity Gb located behind the center of gravity Ga.

  In this case, the load F2 due to the side collision is input to the rear part of the vehicle body or the center part in the front-rear direction, so that the center of gravity of the automobile A is switched (selected) to the center of gravity Gb. The moment (arm) that attempts to rotate the automobile A around the center of gravity by the distance L, that is, the load F2, is reduced, and the amount of rotation and angular acceleration around the center of gravity of the automobile A due to a side collision can be kept small. Therefore, even when a side collision occurs at the rear part or the front-rear center part of the automobile A, the proximity amount and proximity speed of the inner surface of the vehicle body (for example, door trim) with respect to the passenger who is not restrained by the vehicle body in the vehicle width direction can be suppressed. Protection is achieved.

(Third embodiment)
FIG. 9 is a plan view showing a vehicle body front structure 80 to which the variable support rigidity mount device according to the third embodiment of the present invention is applied. As shown in this figure, the vehicle body front structure 80 is mechanically configured in the same manner as the vehicle body front structure 10, and according to the first embodiment in that a controller 82 is provided instead of the controller 56. Different from the vehicle body front structure 10. The vehicle body front structure 80 includes a collision sensor 74 instead of the collision sensor 58 or together with the collision sensor 58, and also includes an occupant position sensor 84 for detecting the position of the occupant.

  The occupant position sensor 84 includes, for example, any of a seating sensor provided on the seat cushion, a buckle switch provided on the seat belt device, an imaging unit provided so as to be capable of imaging the passenger compartment, and the like. The controller 82 is configured to be able to detect the position of the passenger (mainly the position in the longitudinal direction of the vehicle body) in the passenger compartment of the automobile A based on the signal from the passenger position sensor 84. Further, the occupant position sensor 84 is configured to be able to detect the input position of the side collision load in the vehicle longitudinal direction based on the signal from the collision sensor 74.

  Further, the controller 82 calculates an intermediate position X1 between the occupant's boarding position and the side collision load input position in the longitudinal direction of the vehicle body using the occupant boarding position and the side collision load input position detected as described above. It is configured. In this embodiment, the intermediate position X1 is calculated as a position that is substantially equidistant from the upper boarding position and the input position of the side collision load. Further, the controller 82 determines whether the vehicle includes the suspension member 12, the mass of the power unit 14, the degree of restraint of the power unit 14 with respect to the suspension member 12 (whether or not voltage is applied to the variable rigid mount 28), the restraint position, and the like. A position X2 of the center of gravity G of A in the longitudinal direction of the vehicle body is calculated.

  When the controller 82 determines that the center of gravity position X2 of the automobile A is positioned ahead of the intermediate position X1 between the occupant's boarding position and the side collision load input position, the power unit is disconnected (four variable states). The power supply device 54 is controlled so that the voltage applied to the electrodes 40A and 40B of the rigid mount 28 becomes 0), and the gravity center position X2 of the automobile A is an intermediate position X1 between the occupant's boarding position and the side collision load input position. If it is determined that the power unit 54 is located behind the power unit 54, the power unit 54 is controlled so that the power unit is connected (the voltage applied to the electrodes 40A and 40B of the four variable rigid mounts 28 is the maximum that the power unit 54 can apply). The power supply device 54 is controlled so as to have a voltage of

  The operation of the vehicle body front structure 80 according to the third embodiment will be described with reference to the flowchart shown in FIG. The description of the same steps as those in the flowchart of FIG. 4 is omitted.

  In the vehicle body front structure 80 configured as described above, when the controller 82 detects or predicts a side collision in step S12 based on the signal from the collision sensor 74, the controller 82 proceeds to step S40, and the vehicle body longitudinal direction is determined based on the signal from the collision sensor 74. The side collision occurrence part, that is, the input position of the side collision load is detected. Next, the process proceeds to step S42, where the occupant's boarding position in the longitudinal direction of the vehicle body is detected, and in step S44, an intermediate position X1 between the occupant's boarding position in the longitudinal direction of the vehicle body and the input position of the side collision load is calculated.

  Further, the controller 82 proceeds to step S46, and calculates the gravity center position X2 of the automobile A. Then, the controller 82 proceeds to step S48, and determines whether or not the center-of-gravity position X2 of the automobile A is located on the front side in the vehicle longitudinal direction with respect to the intermediate position X1 between the occupant's boarding position and the side collision load input position. . The controller 82 that has determined that the gravity center position X2 is not positioned forward of the intermediate position X1 proceeds to step S50, and the maximum voltage that can be applied by the power supply 54 between the electrodes 40A and 40B of the four variable rigid mounts 28. Is controlled so that is applied.

  Then, each variable stiffness mount 28 has a support rigidity of the power unit 14 with respect to the suspension member 12, that is, the vehicle body, due to a change in viscosity between the electrodes 40 </ b> A and 40 </ b> B of the enclosed electrorheological fluid (inside the orifice 36 </ b> C). As a result, the center of gravity of the automobile A moves forward with respect to the center of gravity Gb when no voltage is applied between the electrodes 40A and 40B of the variable rigid mounts 28. That is, in the automobile A, the center-of-gravity position X2 approaches an intermediate position X1 between the occupant's boarding position and the side collision load input position. Thereby, in the automobile A, rotation around the center of gravity G occurs due to the input load. However, since the load input position and the occupant riding position are located on the opposite side of the vehicle body longitudinal direction with respect to the center of gravity G, in other words, the load input position Since the movement direction in the vehicle width direction of the vehicle body accompanying the rotation around the center of gravity G is reversed between the passenger position and the occupant boarding position, the inner surface of the vehicle body is moved away from the passenger by the rotation.

  This point will be supplemented based on FIG. As illustrated in FIGS. 12A to 12D, there are various patterns in the boarding position of the occupant P and the input position of the side collision load. For example, FIG. 12A is an example in which the occupant P is a front seat occupant and a side collision occurs in the front part of the automobile A, and FIG. 12B is an example in which the occupant P is a rear seat occupant and the front of the automobile A. 12 (C) is an example in which the occupant P is a front seat occupant and a side collision has occurred in the rear part of the automobile A. FIG. 12 (D) is an example in which the occupant P This is an example in which a side collision occurs at the rear of the car A who is a rear seat occupant. As shown in these figures, in each pattern, the center of gravity position X2 substantially coincides with the intermediate position X1 between the boarding position of the occupant P and the input position of the side collision load. It can be seen that the occupant P is separated from the inner surface of the vehicle body by the rotation around the center of gravity G.

  Therefore, in the automobile A to which the vehicle body front structure 80 is applied, the proximity of the vehicle body inner surface (for example, a door trim) to an occupant who is not restrained by the vehicle body in the vehicle width direction is suppressed, and occupant protection is achieved.

  On the other hand, in step S48, the controller 56, which has determined that the gravity center position X2 of the automobile A is not located on the front side in the vehicle longitudinal direction with respect to the intermediate position X1 between the occupant riding position and the side collision load input position, proceeds to step S52. The power supply device 54 is controlled so that the applied voltage between the electrodes 40A and 40B of the two variable rigid mounts 28 becomes zero. As a result, in the vehicle body front structure 70, the power unit 14 having a low support rigidity by the variable rigidity mounts 28 is disconnected, and the center of gravity G of the automobile A exceeds the intermediate position X1 between the occupant riding position and the load input position. It is prevented from moving forward in the front-rear direction. That is, the gravity center position X2 is prevented from being separated from the intermediate position X1, and the proximity amount and the proximity speed to the occupant on the inner surface of the vehicle body are maintained compared to the case where the gravity center position X2 is moved forward. Occupant protection performance is ensured.

  In the third embodiment, the intermediate position X1, which is the position between the occupant boarding position and the side collision load input position, is shown as an example of the substantially central portion (equal distance position). The present invention is not limited to this. For example, the intermediate position X1 may be set so as to be shifted from the occupant boarding position and the collision load input position to the load input position side with respect to the position. In this case, since the center of gravity of the vehicle A is close to the load input side and is separated from the passenger image, the rotational moment of the vehicle A due to the collision load is reduced, while the separation distance from the passenger on the inner surface of the vehicle body according to the rotation angle of the vehicle A Becomes larger.

(Fourth embodiment)
FIG. 13 is a plan view showing a vehicle body front structure 90 to which a variable support rigidity mount device according to a fourth embodiment of the present invention is applied. As shown in this figure, the vehicle body front structure 90 includes a variable rigidity mount 92 having another structure instead of the variable rigidity mount 28, and thus the vehicle body front structure according to the first to third embodiments. Different from 10, 70, 80.

  As shown in FIG. 14, the variable rigid mount 92 includes an inner block 94 and an outer cylinder 96 that covers the inner block 94. The inner block 94 and the outer cylinder 96 are connected to each other by a mounting rubber 98 as an elastic body made of rubber or the like fixed by adhesion or the like. A fluid chamber 100 is formed inside the mount rubber 98. The fluid chamber 100 includes a main fluid chamber 100A, a sub-fluid chamber 100B, and an orifice 100C that communicates the main fluid chamber 100A and the sub-fluid chamber 100B. The orifice 100C corresponds to the deformation of the mount rubber 34. The internal fluid flows (shears) between the main fluid chamber 100A and the sub fluid chamber 100B. In this embodiment, a pair of orifices 100 </ b> C are provided so as to be along the vertical direction of the vehicle body and symmetrical with respect to the inner cylinder 30. In addition, a diaphragm 38 that is formed in the mount rubber 98 and allows movement of the internal fluid (volume change of the sub fluid chamber 100B) is disposed in the sub fluid chamber 100B.

  Further, in the variable rigidity mount 92, the internal block 94 projects over the main fluid chamber 100A, and an orifice 100D is formed between the inner peripheral surface of the mount rubber 98 (the inner edge of the fluid chamber 100). The orifice 100D is arranged along the longitudinal direction of the vehicle body in the variable rigid mount 92 that constitutes the mount portions 26Rh and 26Lh, and is arranged along the vehicle width direction in the variable rigid mount 92 that constitutes the mount portions 26Fr and 26Rr. It is supposed to be arranged in.

  Each of the variable rigid mounts 92 is configured to swing with the variable rigid mount 28 in appearance, and is fixed to the power unit 14 via brackets 46, 48, 50, and 52, and the outer cylinder 96 is directly or indirectly mounted. By being fixed to the suspension member 12, the mount portions 26Rh, 26Lh, 26Fr, and 26Rr are configured.

  As described above, the variable rigid mount 92 is a liquid seal mount in which the flow resistance of the internal fluid passing through the orifices 100C and 100D generates a damping force and is characterized by an elastic (rigid) characteristic. The variable rigid mount 28 encloses the electrorheological fluid in the fluid chamber 100, and each pair of electrodes 102A and 102B fixed to the wall defining each orifice 100C, and the wall defining the orifice 100D. A pair of electrodes 104A and 104B fixed to each other. The electrodes 102A and 102B correspond to the first electrode in the present invention, and the electrodes 104A and 104B correspond to the first electrode in the present invention.

  Each electrode 102A is fixed to the inner surface of the outer wall of each orifice 100C in the mount rubber 98, and each electrode 102B is attached to the mount rubber 98 to maintain the shape of the orifice 100C. It is fixed to. The electrode 104A is fixed to the inner surface of the outer wall of each orifice 100D in the mount rubber 98 via the orifice wall body 106, and the electrode 104B goes to the main fluid chamber 100A in the internal block 94 via the insulator 108. Is fixed to the overhanging portion 94A.

  Further, the vehicle body front structure 90 includes a power supply device 110 instead of the power supply device 54. The power supply device 110 can apply a voltage independently between each pair of electrodes 102A and 102B and between the pair of electrodes 104A and 104B.

  FIGS. 15A and 15B show the frequency characteristics of the dynamic stiffness in the vertical direction of the vehicle body and the frequency characteristics of the damping coefficient in the vertical direction of the vehicle body of the variable stiffness mount 92, respectively. In each figure, a thin solid line indicates characteristics when no voltage is applied between the electrodes 102A and 102B and between the electrodes 104A and 104B, and a broken line applies a predetermined set voltage between the electrodes 102A and 102B. The characteristic when no voltage is applied between the electrodes 104A and 104B is shown. The thick solid line shows the characteristic when the maximum voltage that can be applied by the power supply device 110 is applied between the electrodes 102A and 102B and between the electrodes 104A and 104B. Show.

  From these figures, when the voltage is applied only between the electrodes 102A and 102B, the frequency at which the dynamic stiffness is minimized becomes higher and the damping coefficient is the maximum as compared with the case where no voltage is applied to all the electrodes. It can be seen that the frequency becomes higher. In this embodiment, when the voltage is not applied to all the electrodes, the frequency at which the attenuation coefficient is maximized is set to substantially coincide with the resonance frequency fs of the engine shake, and the voltage is applied only between the electrodes 102A and 102B. In this case, the frequency at which the dynamic rigidity is minimized is substantially equal to the resonance frequency fa during idling.

  Thereby, in the vehicle body front structure 90 provided with the variable rigidity mount 92, the vibration suppression at the time of idling and the suppression of the engine shake are compatible by switching the presence / absence of voltage application between each pair of electrodes 102A and 102B. It is. Therefore, each orifice 100C of the variable stiffness mount 92 can be grasped as a vibration control orifice, and each electrode 102A, 102B can be grasped as a vibration control electrode.

  Further, in the variable stiffness mount 92, by applying a voltage between all the electrodes 102A and 102B, and between 104A and 104B, a constant rigid characteristic and a damping characteristic with less frequency dependence can be obtained as shown by a thick solid line in FIG. It turns out that it is obtained. The variable rigid mount 92 is configured such that the orifice 100D is disposed between the pair of orifices 100C. When the voltage is applied between all the electrodes 102A and 102B and between 104A and 104B, the same voltage is applied to all the electrodes. The rigidity is higher than that of 28 applied between 40A and 40B.

  The vehicle body front structure 90 includes a controller 112 for controlling the power supply device 110. The controller 112 is electrically connected to the collision sensor 74 and the vehicle speed sensor 114, and controls the power supply apparatus 110 based on signals from these sensors. This control will be described later together with the operation of this embodiment.

  The operation of the vehicle body front structure 90 according to the fourth embodiment will be described with reference to the flowchart shown in FIG. The description of the same steps as those in the flowchart of FIG. 4 is omitted.

  In the vehicle body front structure 90 configured as described above, when the controller 112 determines in step S12 that no side collision is detected or predicted, the controller 112 proceeds to step S60 and reads a signal from the vehicle speed sensor 114, and in step S62, the controller 112 reads the signal from the vehicle speed sensor 114. On the basis of this signal, it is determined whether or not the vehicle speed is equal to or higher than the threshold value, in other words, whether the vehicle A is traveling or in an idle state. The controller 112 that determines that the vehicle speed is equal to or higher than the threshold value, that is, the vehicle is traveling, proceeds to step S64 and controls the power supply device 110 so that the applied voltage between the vibration control electrodes 102A and 102B of each variable rigid mount 92 becomes zero. To do. As a result, the resonance frequency of the engine shake matches the frequency at which the attenuation of the variable rigid mount 92 reaches a peak, and the engine shake is effectively attenuated.

  On the other hand, the controller 112 that has determined that the vehicle speed is less than the threshold value, that is, the idling state, proceeds to step S66, and the power supply device so that the voltage between the vibration control electrodes 102A and 102B of each variable rigid mount 122 becomes the set voltage. 110 is controlled. As a result, the idle frequency matches the frequency at which the dynamic stiffness of the variable stiffness mount 92 is minimized, and transmission of idle vibration to the vehicle body is prevented (blocked). After executing Step S64 or Step S66, the controller 112 returns to Step S10.

  On the other hand, if the controller 112 detects or predicts a side collision in step S12, the controller 112 proceeds to step S68 so that the maximum voltage is applied between all the electrodes 102A, 102B and 104A, 104B of each variable rigid mount 92. The power supply device 110 is controlled. As a result, the variable rigid mounts 92 are provided in the suspension member 12, that is, the power unit 14 with respect to the vehicle body due to a change in viscosity between the electrodes 102 </ b> A and 102 </ b> B and 104 </ b> A and 104 </ b> B (within the orifices 100 </ b> C and 100 </ b> D). Support rigidity is increased.

  For this reason, in the vehicle A to which the vehicle body front structure 90 is applied, the equivalent (dynamic) mass of the vehicle A is similar to the vehicle A to which the vehicle body front structure 10 according to the first embodiment is applied. In addition, the movement amount and acceleration of the movement of the vehicle body of the automobile A accompanying the side collision can be reduced. In particular, in the variable rigidity mount 92, the rigidity at the time of applying a voltage between the electrodes 102A and 102B and between the electrodes 104A and 104B is larger than the rigidity of the variable rigidity mount 28, and therefore stronger than the coupling of the power unit 14 to the suspension member 12 ( The equivalent mass of the automobile A can be further increased.

  For this reason, in the configuration including the variable stiffness mount 92, for example, in the example in which the stiffness is controlled continuously or stepwise by changing the applied voltage instead of the ON / OFF control of the voltage application, the stiffness variable range is wide, Effective control can be performed.

  In the fourth embodiment, an example in which the same control as that in the first embodiment is performed as the control at the time of the side collision is described. However, the present invention is not limited to this, and for example, the control at the time of the side collision As in the second embodiment, the center of gravity position of the automobile A may be controlled close to the collision load input, and the automobile is positioned at an intermediate position X1 between the occupant boarding position and the collision load input position as in the third embodiment. You may perform control which makes the gravity center position of A approach. In particular, the position of the center of gravity is finely controlled by controlling the applied voltage to the variable rigid mount 92 and the number of variable rigid mounts 92 to which the voltage is applied, which has a large change range of rigidity (the degree of restraint of the power unit 14 with respect to the suspension member 12). It becomes possible.

(Fifth embodiment)
FIG. 17 is a plan view showing a vehicle body front structure 120 to which the variable support rigidity mount device according to the fifth embodiment of the present invention is applied. As shown in this figure, the vehicle body front structure 120 is provided with a variable rigidity mount 122 having another structure in place of the variable rigidity mounts 28 and 92, and the vehicle body according to the first to fourth embodiments. Different from the front structure 10, 70, 80, 90.

  As shown in FIG. 18 (A), the variable rigid mount 122 includes an inner cylinder 124, an outer cylinder 126, an inner cylinder 124 and an outer cylinder 124 that are axially aligned with each other in the vertical direction of the vehicle body and coaxially arranged with each other. Between the upper portion of the tube 126 and a mount rubber 128 as an elastic body provided for light. The outer cylinder 126 has a bottomed cylindrical shape, and an open end is closed by a mount rubber 128 to form a fluid chamber 130. The fluid chamber 130 includes a main liquid chamber 130 </ b> A that is mainly outside the inner cylinder 124, and a sub liquid chamber 130 </ b> B that is inside the inner cylinder 124. The upper end of the auxiliary liquid chamber 130 </ b> B is closed by a diaphragm 132 so that expansion / contraction (volume change) is possible.

  A cylindrical orifice forming member 134 is fixed to the lower opening of the inner cylinder 124, and the orifice 134A as the first orifice formed in the 134 has a main liquid chamber 130A and a sub liquid chamber 130B. And communicate with. Thereby, the variable rigid mount 122 is a liquid seal mount in which the flow resistance of the internal fluid passing through the orifice 134A generates a damping force and the elastic (rigid) characteristic is characterized. The variable rigid mount 122 encloses the electrorheological fluid in the fluid chamber 130 and includes a plurality of pairs of electrodes for changing the viscosity of the electrorheological fluid as described below.

  As shown in FIG. 14 (B), the variable rigid mount 122 is fixed to the inner peripheral surface of an orifice forming member 134 made of an insulating material and is opposed to each other in the orifice 134A. 136B. The variable rigid mount 122 is provided with electrode holders 138 and 140 that are annularly formed of an insulating material and fixed to the inner cylinder 124 and the outer cylinder 126, respectively. A total of four pairs of electrodes 142 and 144 that are opposed to each other in the direction and arranged at equal intervals in the circumferential direction are provided. In the four pairs of electrodes 142 and 144, offset collision electrodes 142A and 144A and full-wrap collision electrodes 142B and 144B are alternately arranged in the circumferential direction. Note that the circumferential interval between the electrodes 142 adjacent to each other in the circumferential direction and between the electrodes 144 is sufficiently smaller than the circumferential length of the electrodes 142 and 144. In this embodiment, the flow path between the offset collision electrodes 142A and 144A and the flow path between the full-wrap collision electrodes 142B and 144B correspond to the second orifice or the third orifice, respectively, depending on the mounting posture with respect to the vehicle body. Orifices 130C and 130D.

  In this embodiment, in the variable rigid mount 122 that constitutes the mount portions 26Fr and 26Rr, the offset collision electrodes 142A and 144A are arranged so as to be longitudinal along the vehicle body longitudinal direction, and the variable stiffness mounts that constitute the mount portions 26Rh and 26Lh. The rigid mount 122 is configured such that the offset collision electrodes 142A and 144A are arranged to be longitudinal along the vehicle width direction. That is, in the variable rigidity mount 122 constituting the mount portions 26Fr and 26Rr, the rigidity in the vehicle width direction (the shear direction of the electrorheological fluid) is increased by applying a voltage between the offset collision electrodes 142A and 144A. The variable rigidity mount 122 that constitutes the portions 26Rh and 26Lh is configured to increase the rigidity in the longitudinal direction of the vehicle body by applying a voltage between the offset collision electrodes 142A and 144A.

  Further, the variable rigid mount 122 applies a voltage between the offset collision electrodes 142A and 144A and between the full-wrap collision electrodes 142B and 144B (that is, between all the electrodes 142 and 144), whereby the vehicle body longitudinal direction and the vehicle width direction are applied. And the rigidity in the vertical direction is increased by applying a voltage between the damping electrodes 136A and 136B.

  More specifically, the variable stiffness mount 122 has a dynamic stiffness depending on whether or not a set voltage is applied between the electrodes 102A and 102B in the variable stiffness mount 92 depending on whether or not a set voltage is applied between the damping electrodes 136A and 136B. It is configured to be able to perform switching between characteristics and attenuation characteristics and qualitatively similar switching. In the variable rigid mount 122, as in the variable rigid mount 92, the frequency at which the damping coefficient becomes maximum when no voltage is applied to the damping electrodes 136A and 136B is substantially matched with the resonance frequency fs of the engine shake. The frequency at which the dynamic stiffness is minimized when a set voltage is applied to the vibration suppression electrodes 136A and 136B is substantially equal to the resonance frequency fa during idling.

  Further, in the variable stiffness mount 122, when the maximum voltage that can be applied by the power supply device 146 described later is applied between all the electrodes 142 and 144 and the vibration suppression electrodes 136A and 136B, A constant rigidity characteristic and a damping characteristic with little frequency dependence can be obtained. In this case, the variable stiffness mount 122 provides a greater stiffness (support stiffness of the power unit 14 with respect to the suspension member 12) than the variable stiffness mount 28 to which the same voltage is applied. On the other hand, in the variable stiffness mount 122, as described above, by applying a voltage independently between the offset collision electrodes 142A and 144A, between the full wrap collision electrodes 142B and 144B, and between the vibration suppression electrodes 136A and 136B, the rigidity is achieved. It is possible to control the direction of increasing

  In the variable mount 122 described above, as shown in FIG. 17, the inner cylinder 124 is fixed to the right end 22A of the engine 22 via the bracket 164, and the outer cylinder 126 is located in the vehicle longitudinal direction intermediate portion of the right side rail 16. The fixed portion constitutes the mount portion 26Rh, the inner cylinder 124 is fixed to the left end 24A of the transmission 24 via the bracket 166, and the outer cylinder 126 is fixed to the vehicle body longitudinal direction intermediate portion of the left side rail 16. The mount portion 26Lh constitutes the mount portion, and the inner cylinder 124 is fixed to the front end 22B of the engine 22 via the bracket 168 and the outer cylinder 126 is fixed to the intermediate portion in the vehicle width direction of the front cross member 18. 26Fr, and the inner cylinder 124 is fixed to the rear end 22C of the engine 22 via the bracket 170. Those Rutotomoni outer cylinder 126 is fixed to the vehicle width direction intermediate portion of the rear cross member 20 constitute a mounting portion 26RR.

  The vehicle body front structure 120 is a power source capable of independently applying a voltage between the damping electrodes 136A and 136B, between the offset collision electrodes 142A and 144A, and between the full-wrap collision electrodes 142B and 144B of the variable stiffness mount 122. The power supply device 146 is controlled by a controller 148.

  In addition to the vehicle speed sensor 114, a collision sensor 150 and an occupant restraint state sensor 152 are electrically connected to the controller 148. The collision sensor 150 includes a pair of left and right collision sensors (acceleration sensor, contact switch, distance sensor, etc.) provided at the front end of the automobile A, and a pair of front and rear collision sensors (acceleration sensor, contact switch, distance) provided on the vehicle body side. Sensor). Thus, the controller 148 detects or predicts a full-wrap frontal collision of the vehicle A, an offset frontal collision on one side or the other side in the vehicle width direction, and a side collision on the front or rear of the vehicle body based on the signal from the collision sensor 150. It is configured to be able to. That is, for example, when only one of the pair of left and right collision sensors provided on the front side outputs a signal corresponding to the collision, the controller 148 determines that the front collision is an offset, and both output a signal corresponding to the collision. If it does, it is determined that it is a full-wrap frontal collision, and if the front sensor outputs a signal corresponding to the collision among the pair of front and rear sensors provided on the side, it is determined that it is a side collision to the front, When the sensor on the side outputs a signal corresponding to the collision, it is determined that the side collision is to the rear.

  The automobile A to which the vehicle body front part structure 120 is applied includes an occupant restraint device that restrains the occupant at least during a full-wrap frontal collision. Examples of the occupant restraint device include a seat belt device and a combination of a seat belt device and an airbag device. The occupant restraint state sensor 152 is provided in this occupant restraint device, and the controller 148 determines that the occupant restraint state by the occupant restraint device has become a predetermined restraint state based on a signal from the occupant restraint state sensor 152. It comes to detect. The restraint state sensor 152 can be, for example, a load sensor that outputs a signal corresponding to the webbing tension of the seat belt device or a load switch that switches a signal at a predetermined tension, and a process from the collision (operation of the passenger restraint device). When the passenger restraint state is determined according to the time, a timer that outputs a signal according to the elapsed time may be used. The timer 148 may be built in the timer. In this case, the controller 148 receives, for example, a signal such as a collision or an operation of an occupant restraint device as a trigger signal.

  Control of the power supply device 146, that is, the variable rigid mount 122 by the controller 148 will be described later together with the operation of the vehicle body front structure 120.

  The operation of the vehicle body front structure 120 according to the fifth embodiment will be described with reference to the flowchart shown in FIG. The description of the same steps as those in the flowcharts of FIGS. 7 and 16 is omitted.

  In the vehicle body front structure 120 configured as described above, the controller 148 proceeds to step S70 when the side collision is not detected or predicted in step S12 based on the signal from the collision sensor 150 input in step S10. It is determined whether or not a frontal collision of the automobile A is detected or predicted based on the signal. If a frontal collision of the automobile A is not detected or predicted, that is, if no collision occurs in the automobile A, the controller 148 proceeds from step S60, S62 to step S64 or step S66, and suppresses floor vibration due to idle resonance and engine shake. .

  The controller 148 that has detected or predicted the frontal collision in step S70 proceeds to step S72, and determines whether or not it is an offset frontal collision based on the signal from the collision sensor 150. In the case of an offset frontal collision, the controller 148 proceeds to step S74, and in the three variable rigid mounts 122 excluding the variable rigid mount 122 that constitutes the mount part 26 on the collision side among the mount part 26Rh and the mount part 26Lh. The power supply device 146 is controlled so that the maximum voltage that can be applied by the power supply device 146 is applied between the offset collision electrodes 142A and 144A.

  Thereby, in the variable rigidity mount 122 which comprises mount part 26Fr, 26Rr, the rigidity of a vehicle width direction becomes high and rotation of the power unit 14 accompanying an offset frontal collision is suppressed. As a result, the displacement of the power unit 14 due to the offset frontal collision mainly translates backward in the longitudinal direction of the vehicle body, and the collision-side skeleton member (for example, the tip is connected to the front bumper reinforcement and the middle part is the left and right side parts). The load input to the collision side members of the pair of left and right front side members connected to the rear end 16B of the rail 16 is effectively distributed to the skeleton member on the anti-collision side. In particular, the variable rigid mount 122 that constitutes the anti-collision side mount portion 26 of the mount portions 26Rh and 26Lh is applied with a voltage between the offset collision electrodes 142A and 144A to increase the rigidity in the longitudinal direction of the vehicle body. Accordingly, even when the variable rigid mount 122 constituting the mount portion 26Fr is destroyed, the rotation of the power unit 14 is performed by the variable rigid mount 122 on the anti-collision side and the variable rigid mount 122 constituting the mount portion 26Rr. Can be effectively suppressed and the collision load can be distributed to the skeleton member on the anti-collision side.

  On the other hand, the controller 148 that has determined that it is not an offset frontal collision in step S72, in other words, has detected or predicted a full-wrap frontal collision, proceeds to step S76, and between all the electrodes 142A and 144A of the four variable rigid mounts 122, 142B. The power supply device 146 is controlled so that the applied voltage between 144B, 136A, and 136B becomes 0, and the process proceeds to step S78. In step S78, the controller 148 determines whether or not the occupant has reached a predetermined restraint state based on the signal from the restraint state sensor 152. When it is determined that the occupant has not reached the predetermined restraint state (restraint is insufficient), the controller 148 returns to step S50. On the other hand, if it is determined that the occupant has reached a predetermined restraint state, the controller 148 proceeds to step S80, between all the electrodes 142A, 144A, between 142B, 144B of the four variable rigid mounts 122, between 136A, 136B, 146 is controlled so that the maximum voltage that can be applied by the power supply device 146 is applied.

  As described above, in the vehicle to which the vehicle body front structure 120 is applied, at the initial stage of the full wrap frontal collision, that is, the initial stage of the restraining operation by the occupant restraint device, the applied voltage to each variable rigid mount 122 is set to 0 so that the suspension member 12 The mounting rigidity of the power unit 14 with respect to the (vehicle body) is small, and the mounting rigidity of the power unit 14 with respect to the suspension member 12 (vehicle body) can be increased by setting the applied voltage to each variable rigidity mount 122 to the maximum voltage from the middle to the latter half of the full lap frontal collision. growing.

  For this reason, in the initial stage of the collision, the vehicle in which the mass (at least a part of) of the power unit 14 is considered to be disconnected has a small mass (equivalent mass) as a whole, and the deceleration of the vehicle body due to the full-wrap frontal collision is large. Become. As a result, occupant restraint by the occupant restraint device is promoted. On the other hand, in the vehicle to which the vehicle body front structure 120 is applied, the mass of the power unit 14 is added to the vehicle mass after the occupant restraint by the occupant restraint device, so that the deceleration of the vehicle body is reduced and the occupant restraint load by the occupant restraint device is reduced. Alleviated. Thereby, the passenger | crew can be restrained to a vehicle body in a short time, suppressing the peak load which concerns on a passenger | crew at the time of a full wrap frontal collision.

  On the other hand, the controller 148 that has detected or predicted the side collision in step S12 proceeds to step S30, and determines whether or not a side collision has occurred in the front part of the vehicle body based on the signal of the collision sensor 74 to the front part of the vehicle body. If it is determined that a side collision has occurred at the front of the vehicle body, the process proceeds to step S82, and the power supply device 146 is connected between all the electrodes 142A, 144A, 142B, 144B, 136A, 136B of the four variable rigid mounts 122. 146 is controlled so that the maximum voltage that can be applied is applied. Then, since the support rigidity of the power unit 14 with respect to the suspension member 12 by each variable rigidity mount 122 is increased, the center of gravity of the automobile A does not apply a voltage as in the case of the vehicle body front structure 70 according to the second embodiment. The vehicle moves forward in the longitudinal direction of the vehicle body from the center of gravity. As a result, the load input position approaches the position of the center of gravity of the automobile A, the moment for rotating the automobile A is reduced, and the rotation amount and angular acceleration around the center of gravity of the automobile A due to the side collision can be suppressed to a low level.

  On the other hand, the controller 56 that has determined that the part where the side collision has occurred in step S30 is not the front part of the vehicle body, proceeds to step S84, and between all the electrodes 142A, 144A, 142B, 144B, 136A of the four variable rigid mounts 122. The power supply device 146 is controlled such that the applied voltage between 136B is zero. Thereby, in the vehicle body front structure 120, as in the case of the vehicle body front structure 70 according to the second embodiment, the support unit of the power unit 14 by the variable rigidity mounts 28 is separated and the center of gravity of the vehicle A is separated. Is located behind the center of gravity when the voltage is applied. In this case, since the load due to the side collision is input to the rear part of the vehicle body or the center part in the front-rear direction, the moment (arm) that tries to rotate the vehicle A around the center of gravity is kept small by the collision load. The amount of rotation and the angular acceleration around the center of gravity of the automobile A can be kept small.

  Therefore, in the automobile A to which the vehicle body front structure 120 is applied, the proximity amount and proximity speed of the vehicle body inner surface (for example, door trim) with respect to an occupant who is not restrained by the vehicle body in the vehicle width direction can be suppressed, and occupant protection is achieved.

  In the fifth embodiment, an example in which the same control as that in the second embodiment is performed as the control at the time of a side collision is described. However, the present invention is not limited to this. Similarly to the first embodiment, control may be performed to increase the rigidity of each variable rigid mount 122. Similarly to the third embodiment, the vehicle A is positioned at an intermediate position X1 between the occupant boarding position and the collision load input position. Control may be performed to bring the center of gravity position closer.

  In addition, the variable stiffness mount 122 having a large change range of rigidity (the degree of restraint of the power unit 14 with respect to the suspension member 12) is used in the configuration for controlling the position of the center of gravity of the automobile A back and forth, for example, application to the variable stiffness mount 122. By controlling the voltage and the number of variable rigid mounts 122 to which the voltage is applied, the position of the center of gravity can be finely controlled.

  In the first to fifth embodiments described above, the vehicle body front structure 10, 70, 80, 90, 120 has an example in which the four mount portions 26 include the variable rigid mounts 28, 92, 122, respectively. However, the present invention is not limited to this, and for example, the mount portion 26 may be provided at three locations, and only a part of the plurality of 26 is configured to include any of the variable rigid mounts 28, 92, and 122. Also good.

  In the first to fifth embodiments described above, the power unit 14 is supported by the suspension member 12, but the present invention is not limited to this. For example, the power unit 14 includes a pair of left and right front sides. A structure may be adopted in which both sides of the vehicle width direction are supported by the members and the rear end side is supported by an I-type suspension member which is elongated in the vehicle width direction. The variable rigid mounts 28, 92, 122 can be provided on a part or the front part of these support parts.

  Furthermore, in the first to fifth embodiments described above, the variable stiffness mounts 28, 92, 122 are exemplified as those that change the stiffness by applying a voltage to the encapsulated electrorheological fluid. For example, instead of an electrorheological fluid, a configuration using a magnetic fluid whose viscosity (apparent viscosity) changes according to a magnetic field, or mechanically changing the cross-sectional area of the orifice (opening degree) In addition to the adjustment, it is possible to adopt a configuration in which a part or all of the plurality of orifices are opened or closed, or a configuration in which the pressure of the internal fluid (which may be air) is adjusted using an external pressure source.

  Furthermore, in the first to fifth embodiments described above, the power unit 14 is an example in which the engine 22 and the transmission 24 are integrated. However, the present invention is not limited to this, for example, the power unit in the present invention. May be a single engine (not limited to an internal combustion engine) or a motor.

  In the first to fifth embodiments described above, the example in which the support rigidity variable mount device according to the present invention is applied to the front portion of the vehicle body is shown. However, the present invention is not limited to this, and for example, an engine is used. The vehicle mounted on the rear part of the vehicle body can be applied to the rear body structure. Moreover, the heavy article in this invention is not limited to the power unit 14, For example, electric power generating apparatuses, such as a battery and a fuel cell, may be sufficient. Furthermore, in the second to fifth embodiments described above, an example in which the variable rigid mount 28, the variable rigid mount 92, and the variable rigid mount 122 are controlled in the case of a side collision has been described. However, the present invention is not limited to this. For example, in a configuration in which a plurality of heavy objects separated in the vehicle width direction are independently supported, rotation of the vehicle body at the time of a frontal collision or a rearal collision can be suppressed or promoted.

It is a top view which shows the vehicle body front part structure to which the support rigidity variable mount apparatus which concerns on the 1st Embodiment of this invention was applied. It is sectional drawing and control block diagram of the variable mount which comprises the vehicle body front part structure to which the support rigidity variable mount apparatus which concerns on the 1st Embodiment of this invention was applied. 1 is a plan view showing a schematic configuration of an automobile to which a support rigidity variable mount device according to a first embodiment of the present invention is applied. It is a flowchart which shows the control flow by the controller which comprises the vehicle body front part structure to which the support rigidity variable mounting apparatus which concerns on the 1st Embodiment of this invention was applied. It is a top view which shows the behavior at the time of the side collision of the motor vehicle to which the support rigidity variable mount apparatus which concerns on the 1st Embodiment of this invention was applied. It is a top view which shows the vehicle body front part structure to which the support rigidity variable mount apparatus which concerns on the 2nd Embodiment of this invention was applied. It is a flowchart which shows the control flow by the controller which comprises the vehicle body front part structure to which the support rigidity variable mount apparatus which concerns on the 2nd Embodiment of this invention was applied. It is a top view for demonstrating the effect accompanying the gravity center movement of the motor vehicle to which the support rigidity variable mount apparatus concerning the 2nd Embodiment of this invention was applied. It is a top view which shows the vehicle body front part structure to which the support rigidity variable mount apparatus based on the 3rd Embodiment of this invention was applied. It is a flowchart which shows the control flow by the controller which comprises the vehicle body front part structure to which the support rigidity variable mount apparatus which concerns on the 3rd Embodiment of this invention was applied. It is a top view for demonstrating the effect accompanying the gravity center movement of the motor vehicle to which the support rigidity variable mount apparatus which concerns on the 3rd Embodiment of this invention was applied. Each of (A) to (D) is a representative in order to explain that the control by the variable support rigidity mount device according to the third embodiment of the present invention can cope with various patterns of the boarding position and the collision position. It is the top view which showed the typical pattern. It is a top view which shows the vehicle body front part structure to which the support rigidity variable mount apparatus based on the 4th Embodiment of this invention was applied. It is sectional drawing and control block diagram of the variable mount which comprises the vehicle body front part structure to which the support rigidity variable mount apparatus which concerns on the 4th Embodiment of this invention was applied. It is a figure which shows the characteristic for every voltage application pattern of the variable mount which comprises the vehicle body front part structure to which the support rigidity variable mount apparatus based on the 4th Embodiment of this invention is applied, Comprising: (A) is dynamic rigidity characteristic. FIG. 4B is a diagram showing attenuation characteristics. It is a flowchart which shows the control flow by the controller which comprises the vehicle body front part structure to which the support rigidity variable mount apparatus which concerns on the 4th Embodiment of this invention was applied. It is a top view which shows the vehicle body front part structure to which the support rigidity variable mount apparatus based on the 5th Embodiment of this invention was applied. It is a figure which shows the variable rigidity mount which comprises the vehicle body front part structure to which the support rigidity variable mount apparatus based on the 5th Embodiment of this invention is applied, Comprising: (A) is a longitudinal cross-sectional view, (B) is an axis right angle. It is sectional drawing and a control block diagram. It is a flowchart which shows the control flow by the controller which comprises the vehicle body front part structure to which the support rigidity variable mount apparatus which concerns on the 5th Embodiment of this invention was applied.

Explanation of symbols

10 Car body front structure (support stiffness variable mount device)
12 Suspension member (car body)
14 Power unit (heavy)
28 Variable Rigid Mount 54 Power Supply (Control Unit)
56 controller (control means)
70/80/90/120 Body front structure 72/82/112 Controller (control means)
92 Variable Rigid Mount 100C Orifice 100D Orifice 102A / 102B Electrode (First Electrode)
104A / 104B electrode (second electrode)
110 Power supply (control means)
122 Variable rigidity mount 124 Inner cylinder 126 Outer cylinder 128 Mount rubber (elastic body)
130C ・ 130D Orifice (2nd orifice, 3rd orifice)
134A Orifice (first orifice)
136A, 136B Damping electrode 142A, 144A Offset collision electrode 142B, 144B Full wrap collision electrode 146 Power supply (control means, orifice resistance adjustment means)
148 controller (control means, orifice resistance adjustment means)

Claims (11)

A variable rigidity mount that supports a heavy object with respect to the vehicle body and can change a support rigidity of the heavy object with respect to the vehicle body;
Control means for controlling the support rigidity of the heavy object by the variable rigidity mount so as to adjust the rotational behavior due to the collision of the vehicle when a collision of the vehicle is detected or predicted;
Support rigidity variable mount device with. A variable rigidity mount that supports a power unit on a vehicle body and can change a support rigidity of the power unit with respect to the vehicle body;
Control means for controlling the support rigidity of the power unit by the variable rigidity mount so that the center of gravity of the vehicle approaches the input position of the side collision load when a side collision of the vehicle is detected or predicted;
Support rigidity variable mount device with. A variable rigidity mount that supports a power unit on a vehicle body and can change a support rigidity of the power unit with respect to the vehicle body;
When the side collision of the vehicle is detected or predicted, the support rigidity of the power unit by the variable stiffness mount is controlled so that the center of gravity of the vehicle approaches an intermediate position between the side collision load input position and the occupant's boarding position. Control means;
Support rigidity variable mount device with. A variable rigidity mount that supports a power unit on a vehicle body and can change a support rigidity of the power unit with respect to the vehicle body;
Control means for increasing the support rigidity of the power unit by the variable stiffness mount when a side collision of the vehicle is detected or predicted;
Support rigidity variable mount device with.   The control means controls the support rigidity of the heavy object or the power unit by the variable rigidity mount so that floor vibration of the vehicle is suppressed when a collision or a side collision of the vehicle is not detected or predicted. The support rigidity variable mounting apparatus of any one of Claims 1 thru | or 4.   The variable rigid mount encloses an electrorheological fluid, and a first electrode provided in an orifice through which the electrorheological fluid flows in accordance with a relative displacement in the vehicle body vertical direction between the heavy object or the power unit and the vehicle body, A second electrode provided on an orifice through which the liquid flows in accordance with a relative displacement in a horizontal direction between the heavy object or the power unit and the vehicle body, and the first electrode and the second electrode independently generate a voltage. 6. The support rigidity variable mount device according to claim 5, wherein the mount device can be applied.   The variable rigid mount includes a first orifice through which liquid flows in accordance with a relative displacement of the heavy object or power unit and the vehicle body in the vertical direction of the vehicle body, and the heavy object or power unit and the vehicle body. A second orifice through which the liquid flows along with a relative displacement in the longitudinal direction of the vehicle body; and a third orifice through which the liquid flows along with a relative displacement in the vehicle width direction between the heavy object or the power unit and the vehicle body, The support according to any one of claims 1 to 5, wherein a support rigidity of the heavy object or the power unit is changed by changing at least one flow resistance of the first to third orifices. Rigid variable mounting device.   The variable stiffness mount according to claim 7, wherein the variable stiffness mount contains an electrorheological fluid and is configured to be able to apply a voltage independently to electrodes provided in the first to third orifices. apparatus.   The variable rigid mount includes an inner cylinder that forms a central liquid chamber therein, an outer cylinder that coaxially surrounds the inner cylinder and forms a surrounding liquid chamber between the inner cylinder, and the inner cylinder and the outer cylinder The first orifice communicates with the central liquid chamber and the surrounding liquid chamber, and the second orifice and the third orifice are in the surrounding liquid chamber. 9. The support rigidity variable mounting device according to claim 7, wherein the electrorheological fluid is provided so as to generate flows in different directions. An inner cylinder that forms a central liquid chamber therein and is arranged so that the axial direction coincides with the vertical direction of the vehicle body;
An outer cylinder that coaxially surrounds the inner cylinder and forms a surrounding liquid chamber with the inner cylinder;
An elastic body for connecting the inner cylinder and the outer cylinder to each other at one end in the axial direction;
A first orifice that communicates the central liquid chamber and the internal liquid chamber, and generates a liquid flow in accordance with an axial relative displacement between the inner cylinder and the outer cylinder;
A second orifice provided in the surrounding liquid chamber and generating a liquid flow in accordance with a relative change in the longitudinal direction of the vehicle body between the inner cylinder and the outer cylinder;
A third orifice that is provided in the surrounding liquid chamber and in which a liquid flow is generated in accordance with a relative change in the vehicle width direction between the inner cylinder and the outer cylinder;
Orifice resistance adjusting means capable of independently changing the flow resistance of the first to third orifices;
Variable stiffness mount with An electrorheological fluid is enclosed in the central liquid chamber and the surrounding liquid chamber,
The orifice resistance adjusting means includes an electrode provided in each of the first to third orifices and a power supply device capable of applying a voltage independently to the electrodes of the first to third orifices. The variable rigid mount according to claim 10.

Images