JPS58161617A - Mounting device for power unit - Google Patents

Abstract

PURPOSE:To restrict the large displacement of a power unit upon abrupt acceleration or the like by providing each of mounting devices positioned at both sides of the power unit, with a mount body which is partitioned into two chambers, and by communicating each chamber in one mount body with each chamber in the other mount body. CONSTITUTION:In the longitudinal direction of a vehicle body having an engine transeversely laid, the engine is resiliently supported on brackets 15, 16 of vehicle body side through brackets 26, 35. Mounting units 17, 18 for this engine having resilient mount bodies 19, 28 secured between steel plates 20, 21, 29, 30 in pairs. Each mount body 19, 28 has two chambers 22, 23, 31, 32 which are partitioned by a partition wall 24, 33 to which a connecting rod 25, 34 is secured at its lower end. The chamber 22 is communicated with the chamber 32 through a pipe line 39 and a liquid passage 36, and the chamber 23 is communicated with the chamber 31 through a pipe line 37 and a liquid passage 27. Further, imcompressible fluid is charged into these chambers.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a mounting device for a power unit.

As a conventional power unit mounting device, one shown in FIG. 1, for example, is known.

To explain the configuration of the mounting device for this power unit, reference numeral 1 is a power unit placed horizontally in the engine compartment of a vehicle body (not shown). supported by the vehicle body. The power unit 1 further includes a bracket 4 in the width direction of the vehicle body.
and a mounting unit 5, the mounting unit 3.5 having an inner cylinder 6 and an outer cylinder 7 arranged concentrically as shown in detail in FIG. It consists of an elastic body 8 that connects the cylinder 7.

A pair of hollows 9 and IO are formed in the elastic body 8 so as to face each other in the human force direction A of vibration with the inner cylinder 6 interposed therebetween.

Generally, the elastic body 8 of the mounting unit 3.5 of the F power unit causes a deflection as shown in FIG. 3 in response to a load. Therefore, if the load borne by each mounting unit 3.5 when the power unit 1 is stopped is Wl, the load wh borne by each of these mounting units 3.5 when the power unit 1 is driven is larger than the load W1, and accordingly, the elastic body 8
The spring constant of is also 1% larger when the power unit I is in operation than when it is stopped. As a result, if an attempt is made to effectively restrict the large displacement that occurs in the power unit 1 during sudden acceleration, etc., there is a problem in that -E vibrations of the rotational secondary frequency of the power unit 1 are likely to be transmitted to the vehicle body. Also,
If the moment of inertia of the power unit l is 14J and the roll stiffness of the mounting unit 3.5 is KL, the vibration composed of the power unit l and the mounting unit 3.5 is expressed. Therefore, in the conventional mounting Unisoto 3.5, this natural frequency f approaches the secondary frequency of one revolution of the power unit during idling, so the vibration system resonates with the roll vibration that occurs when the power unit 1 is idling, and transmits vibration to the vehicle body. There was also the problem that it was easy to do.

The present invention has been made by focusing on the problems of such conventional mounting devices, and includes a first mounting unit disposed on an example of the roll shaft of the power unit and one end supported by the vehicle body, and a first mounting unit arranged on the roll shaft of the power unit. a second mounting unit disposed on the other side and having one end supported by the vehicle body; a first partition portion with the first mounting connected to one side of the power unit; and a first partition portion between the first partition portion and the vehicle body. The second mounting has a first chamber that is provided between the chambers and whose volume increases or decreases due to the vibrations of the first partition wall, and 12 chambers that are isolated from the first chamber and whose volume increases or decreases due to the vibrations of the first partition wall. a second partition where the unit is connected to the other side of the power unit; a third chamber which is provided between the second partition and the vehicle body and whose volume increases or decreases due to vibrations of the second partition;
It has a fourth chamber which is isolated from the chamber and whose volume decreases and increases due to the vibration of the second partition wall, and the IN1 chamber and the fourth chamber are connected by the first passage, and the second chamber and the third chamber are connected by the second passage. By providing the first invention in which incompressible fluid is sealed in the first, second, third, and fourth chambers and the first and second passages, which communicate with each other, large displacements of the power unit are regulated during sudden acceleration, etc. In addition, the purpose is to prevent the vertical vibration of the rotational secondary frequency of the power unit from being transmitted to the vehicle body.

Furthermore, the power unit is connected to the first passage and the second passage, and the first, second, third and fourth passages are connected to each other based on the minute roll vibration of the power unit.
These first and second
According to the second invention, in which a pulsation generating means for sending the power to the third and fourth chambers is added to the structure of the first invention, it is an object of the second invention to prevent even minute roll vibrations of the rotational secondary frequency of the power unit.

Hereinafter, these inventions will be explained based on the drawings.

FIG. 4.5 is a diagram showing a first embodiment of the first invention, and the configuration will be explained first. Reference numeral 12 denotes a power unit disposed horizontally in the engine room of a vehicle body (not shown), and this power unit 12 is supported by the vehicle body in the width direction of the vehicle body via a placket 13 and a mounting unit I4. The mounting unit 14 has the same structure as the conventional mounting unit 3.5, so a description thereof will be omitted. R is a roll axis of the power unit 12, and on both sides of this roll axis R there are body side plackets 15.
16 on the first and second mounting units 17.
18 are arranged.

The II mounting unit 17 has an elastic mount body 19 and a pair of rigid plates 20 and 21 respectively fixed to the upper and lower ends of the mount body 19. ing. A first chamber 22 and a second chamber 23 are formed in the mount body 19, and a connecting rod 5 is fixed to a partition wall 24 that separates the first chamber 22 and the second chamber 23. This connecting rod 25 is rigid @20
is connected to a placket 26 fixed to one side of the power unit 12 by penetrating it liquid-tightly and slidably, and the lower end of the liquid passage nail formed on the connecting rod 25 opens into the second chamber. . The second mounting unit 18 also has a mount body 4 made of an elastic body, and a pair of rigid plates 29 and 30 fixed to the upper and lower ends of the mount body 4, respectively.
is supported by a plaque [6] on the vehicle body side. A third chamber 31 and a fourth chamber 32 are formed in the main body of the mount, and the third chamber 31 and! A connecting rod 34 is fixed to a partition wall 33 that separates the room J4 from the J4 chamber 32. This connecting rod 34 liquid-tightly and slidably penetrates the rigid plate 29 to connect the power unit 12.
It is connected to a placket 35 fixed on the other side,
The lower end of the liquid path formed in one connecting rod 34 opens into the fourth chamber 32 . The upper end of the aforementioned connecting rod 25 is connected to one end of the piping section, and the other end of the piping 37 is fixed to the rigid plate 30. A II passage 38 is formed in the piping section,
This first passage 38 opens into the 12th chamber 23 and the third chamber 31. Incompressible fluid is injected into these second chamber 23, third chamber 31, and first passage 38. On the other hand, one end of a pipe 39 is also connected to the upper end of the connecting rod 34, and the other end of the pipe 39 is identified to the rigid plate 21. This piping 39
A second passage 40 is formed in the second passage 40.
is open to the first chamber 22 and the fourth chamber 32. Incompressible fluid is injected into these first chamber 22, fourth chamber 32, and second passage 40.

Next, the effect will be explained. First, power unit 12
When supporting it on the vehicle body via a mounting device,
Most of the static load of the power unit 12 is supported by the vehicle body via the mounting unit 14. When the power unit 12 is rotated in such a shape, the power unit 12 tends to rotate largely around the roll axis R due to torque fluctuations of the power unit 12, especially during sudden acceleration and deceleration. However, since the roll rigidities of the first and second mounting units 17, 18 are reduced as will be explained below, the rotation of the power unit 2 is restricted. That is, when the power unit 12 attempts to rotate in the direction of arrow B in FIG.
4.33, and attempts to bend the partition wall portion u133 in a direction that reduces the volumes of the first chamber 22 and the fourth chamber 32. However, since the first chamber 22 and the fourth chamber 32 are communicated with each other via the second passage 40, and incompressible fluid is injected into these, the deflection of the partition wall portion 24.33 is restricted. . On the other hand, the power unit 12 is located at arrow B in FIG.
When attempting to rotate in the opposite direction, the bulkhead section 24.3
3 tries to bend in the direction of decreasing the volumes of the second chamber 23 and the third chamber 3I, but the second chamber 23 and the third chamber 31
Since the partition wall portions 24 and 33 are communicated with each other through the passage 38, the deflection of the partition wall portions 24 and 33 is restricted in the same way as when the power unit 12 is about to rotate in the direction of the arrow B. Therefore, large displacements due to sudden torque fluctuations of the power unit 12 are regulated. In this way, even when the accelerator or clutch is suddenly operated, the torque of the power unit 12 can be suppressed against the human power of vibrations whose phases are 180' MIA. The occurrence of longitudinal vibration of the vehicle due to fluctuations is also prevented.

Next, in response to high-frequency, small-amplitude vertical vibrations occurring in the power unit 12, the spring constants of the mount body 19.28 of the 11 and second mounting unit I7.18 become small as explained below. Vertical vibrations with minute amplitudes are not transmitted to the vehicle body. That is, the high frequency, minute amplitude vertical vibrations generated in the power unit 12 are manually applied to the partition wall portion 24.33 in the same phase via the bracket 26.35 and the connecting rod 5.34. Therefore, the partition wall U, 33 has a volume of the first chamber 22 and the third chamber 31, and a volume of the second chamber 31.
The volumes of the chamber 32 and the fourth chamber 32 are alternately increased and decreased.

However, since the w41 chamber 22 and the fourth chamber 32 communicate with each other through the second passage 40, and the second chamber 22 and the third chamber 31 communicate with each other through the first passage 38, the first chamber 22 and the third chamber communicate with each other through the first passage 38. The change in volume between the fourth chamber 32 and the second chamber 3I is absorbed by the change in volume between the fourth chamber 32 and the second chamber. As a result, each chamber 22, edict, 31.3
The incompressible fluid within 2 provides little resistance to vibrational inputs and the spring constant of the mount body 19.28 is significantly reduced.

Therefore, high frequency, minute amplitude vibrations of the power unit 12 are not transmitted to the vehicle body. In this way, the spring constants of the mount body 19 and the blade are significantly reduced in response to the vibrations applied manually to the first and second mounting units 17 and 18 in the same phase. 1) Vertical vibrations below 100Hz are not transmitted to the vehicle body, and the muffled noise generated within the vehicle interior is also reduced.

FIG. 6 shows a second embodiment of the first invention, and the same components as in the first embodiment are given the same reference numerals and their explanations will be omitted. Reference numerals 41 and 42 are throttle valves provided in the first and second passages 38 and 40, respectively. Therefore, from the power unit 12 to the first and second mounting units 1
7.18, when the vertical vibration of the same phase is applied manually, the incompressible fluid in the first chamber 22 and the third chamber 31 and the incompressible fluid in the second chamber 23 and the fourth chamber 32 are 2 aisles 38
．． 40 alternately. In this way, while flowing through the first and second passages 38.40, the incompressible fluid is resisted by the throttle valve 41.42, and vertical vibrations of the power unit 12 are attenuated by the throttle valve 41.42. As a result, vertical vibrations of the same phase can be sufficiently damped without interposing a stain absorber or the like between the power unit and the vehicle body.

FIG. 7 is a diagram showing the first embodiment of the second invention, and first,
Explain the configuration. It should be noted that only the same reference numerals are given to the parts having the same configuration as in the first embodiment of the first invention, and the explanation thereof will be omitted. 43 is a pulley having a predetermined diameter of 2R connected to the crankshaft of the power unit 12, and this pulley 43 is connected to a pulley 45 via a belt 44. Since this pulley 45 has a diameter R of 2R, it can rotate at twice the angular velocity of the crankshaft. Pulley 4
One end of a connecting rod 46 is rotatably connected to the outer periphery of the piston 5, and the other end of the connecting rod 46 is rotatably connected to a piston rod 47.

The piston rod 47 is fixed to a piston 49 slidably housed in a cylinder 48, which divides the cylinder 48 into two chambers 50, 51. The stroke volume determined by the piston 49 and the chambers 50.51 is determined by the minute roll vibration of the secondary frequency of rotation of the power unit 12.
This is approximately equal to the volume change that occurs in the first to fourth chambers 22 due to large displacements that occur in the power unit 12 during sudden acceleration, etc.
．． It is smaller than the volume change that occurs in 23.31.32. Furthermore, as will be described later, the connecting point between the pulley 45 and the connecting rod 46 is connected to the first to fourth chambers 22, 23, 31, and 32 due to minute roll vibrations that occur during driving of the power unit 12.
The position is selected to allow the piston 49 to slide so that the change in volume of the chamber 50.51 can be absorbed by the change in volume of the chamber 50.51. 52
A rod is fixed to the piston 49 and protrudes in the opposite direction to the piston rod 47, and is used to absorb volume changes due to the movement of the piston rod when the piston 49 moves. The chambers 50 and 51 are connected via third and fourth passages 55.56, respectively, formed in the piping 53.54.
41 and the second passage 38,40. The aforementioned pulleys 43, 45, heald 44, connecting rod 46, piston rod 47, cylinder 48, rod 52 and piston 49 constitute a piston mechanism 57 as a whole.

Next, the effect will be explained. Generally, a 4-cycle, 4-cylinder power unit (12) is driven, and its crankshaft is the 8th
When performing an exercise as shown in the figure, the power unit 12
generates explosive torque (illustrated in FIG. 9) twice during one revolution of the crankshaft. Therefore, roll angular acceleration is generated in the power unit 12 due to this explosive torque as shown in FIG. 1O. the result,
Roll vibration is generated in the power unit 12 as shown in FIG. 11, and the rolling vibration of the power unit 12 displaces the mounting units 17 and 18 at the same period. On the other hand, since the pulley 45 rotates at twice the number of revolutions of the crankshaft, the number of reciprocating movements of the piston 49 is also twice the number of revolutions of the crankshaft. Therefore, the 11th
If the curve C shown in the figure is uphill, it represents a period in which the volume of the first chamber 22 of the first mounting unit 17 increases, and if it is downhill, it represents a period in which the volume of the first chamber 22 decreases. 12, the volume of the chamber 51 of the piston 49 increases or decreases in the opposite direction to the volume of the first chamber 22. In other words, the curved line in Fig. 12 represents the period in which the piston 49 moves to the left in Fig. 17 in the case of an upward slope, and the period in which it moves to the right in the case of a downward slope. As the volume of chamber 22 increases or decreases, the volume of chamber 51 decreases or increases. Therefore, if the flow rate of the incompressible fluid flowing into or out of the chamber 51 is determined as shown in FIG.
It becomes possible to change the volume of chamber 22, edict, 31.32, and the first
And the roll rigidity of the second mounting unit T17.18 decreases. Note that the curve E in FIG. 13 represents the period during which the incompressible fluid is flowing out from the chamber 51 in the case of an upward slope, and the period during which the incompressible fluid is flowing in in the case of a downward slope. There is. As a result, it is possible to prevent roll vibrations of the power unit 12, particularly vibrations at secondary rotational frequencies during idling, from being transmitted to the vehicle body. Note that since the amplitude of the roll vibration of the power unit 12 is small, the piston mechanism 57 may be small, and the installation of the piston mechanism 57 requires less space, and less power is required to drive the piston 49. Furthermore, as mentioned above, the maximum volume of the chamber 50.51 is smaller than the volume change of the first to fourth chambers 22.23.31.32 caused by the large displacement that occurs in the power unit 12 during sudden acceleration and deceleration. For large displacements, roll III characteristics of the first and second mounting unit 7) 17.18 are regulated.Large displacements of the power unit 12 are regulated. Furthermore, it is possible to prevent vertical vibrations of the power unit 12 from being transmitted to the vehicle body, similarly to the first embodiment of the first aspect of the invention.

FIG. 14 is a diagram showing a second embodiment of the second invention.
Components having the same configuration as those in the first embodiment of the invention are designated by the same reference numerals, and description thereof will be omitted. 58 is the third and fourth passage 55
．． 56 is a 4-bot, 2-position electromagnetic switching valve, and the first boat 59 and the second boat 60 are connected to the third passage 55 and the #! 4
The third boat 61 and the fourth boat 62 communicate with the third passage and the fourth passage 56 on the piston mechanism 57 side, respectively. The first device I of the electromagnetic switching valve 58 communicates the first boat 59 and the second boat 60 with the third boat 61 and the fourth boat 62, respectively, and its second position (1) is in the first position (3). are communicated with the second boat 60 and the fourth boat 62, respectively. The electromagnetic switching valve 58 has a solenoid 63 , 64 , and the solenoid 63 , 64 is connected to a rotation speed sensor 66 of the crankshaft of the power unit 12 via an electromagnetic switching valve control section 65 . This sensor 66 transmits a voltage signal proportional to the rotation speed of the crankshaft to the electromagnetic switching valve control section 65, as shown in FIG. When this voltage signal is less than a certain value F, the electromagnetic switching valve control section 65 generates a positive voltage command signal, as shown in FIG. 16, and the command signal is sent to the solenoid 63. As a result, the electromagnetic switching valve 58 is in the first position (3). On the other hand, when the voltage signal from the sensor 66 exceeds a certain value E, the command signal in the electromagnetic switching valve control section 65 switches to a negative voltage, and accordingly, the command signal is sent to the solenoid. As a result, the distance between the electromagnetic switching valves is the second mark.
has been switched to. As described above, in the above embodiment, when the crankshaft of the power unit 12 exceeds a certain rotation speed, the pulsation of the incompressible fluid generated by the piston mechanism 57 is transmitted to the first to fourth chambers 22, 31, and 32. It disappears. As a result, the pulsation of the incompressible fluid generated in the piston mechanism 57 during high-speed rotation of the power unit 12, where almost no roll vibration occurs, is transmitted to the vehicle body via the first and second mounting units 17, 18, and into the vehicle interior. It is possible to prevent muffled sounds from occurring. The crankshaft rotation speed of the power unit 12 when switching the above command signal is approximately 15
00rp is ugly, so the constant value F of the voltage signal should also be set to a value corresponding to it. The second embodiment of the 1182 invention described above has an effect on the roll vibration of the rotational secondary frequency that occurs when the power unit 12 rotates at low speed, and an effect on the vertical minute vibration of the power unit 12 in the first embodiment of the second invention. The same effects as those for the large displacement that occurs in the power unit 12 during rapid acceleration and the like are achieved, so a description of these effects will be omitted.

FIG. 17 shows a third embodiment of the second invention, and the same reference numerals are given to the same parts as in the first embodiment of the second invention, and the explanation thereof will be omitted. The first and second passages 38.40 are at point F
, G, and the first and second passages 38, 40 between the points F, G and the fourth chamber 76 and the thirteenth chamber 75 are provided with throttle valves 67. There are 6 days set aside.

Next, the effect will be explained. Regarding the roll vibration of the power unit 12, especially the rotational secondary frequency vibration during idling, the piston mechanism 57 is operated based on the vibration in the same way as in the first embodiment of the second invention.
．． It operates in such a way that it can absorb 32 changes in volume. However, the first and second passage vanes 40 have throttle valves 67 and 68.
, the flow rates flowing into and out of the first chamber 22 and the second chamber 32 do not match the flow rates flowing in and out of the third chamber 31 and the fourth chamber 32. For example, when the power unit 12 rotates in the direction of arrow H in FIG.
The volume of the third chamber 31 decreases, and the volumes of the first chamber 22 and the fourth chamber 32 increase. On the other hand, the piston 49 moves in the direction of arrow J, absorbs the decrease in volume of the second and third chambers 23 and 31 due to the increase in volume between the chambers, and
Discharge the incompressible fluid within. However, □Room 5
Since the throttle valve 68 is provided in the second passage 40, a large amount of the incompressible fluid discharged from the first chamber 22 flows into the first chamber 22,
The amount flowing into the fourth chamber 32 is small. As a result, as shown in FIG.
The moving distance is larger than that of the dot corresponding to point K on 3.
The power unit 12 will rotate around point M. This point M can be set to any position depending on the opening degree of the throttle valve 67.68, so by selecting the opening degree of the throttle valve 67.68 to an appropriate value, the point M can be set to the rotation 2 of the power uniso) 12. It is possible to match the center of the excitation force generated by the vibration of the following frequency (the main axis of inertia of the engine and transaxle together). As a result, it is possible to reduce the vibrations transmitted to the vehicle body from the first and second uncoupling nodes 1718 due to the mismatch between the point M and the center of the excitation force. Next, the action against vibrations caused by large displacements occurring in the power unit 12 is the same as in each of the embodiments described in h above, so a description thereof will be omitted. Note that even if one of the throttle valves 67 and 68 is omitted, the point M can be selected at an arbitrary position.

FIG. 19 is a diagram showing a fourth embodiment of the second invention.
Components having the same configuration as those in the third embodiment of the invention are designated by the same reference numerals, and their explanation will be omitted. 69.70 is a throttle valve provided in the first and second passages 38.40 between the point 1.' and the second chamber 23 and the first chamber 22;
By providing a throttle valve 69.70 in addition to 7.68, it is possible to select the position of point M and the value of the damping force generated by these throttle valves 67, 68, 69, 70 independently of each other. .

As explained above, the power unit mounting device is placed on one side of the roll axis of the power unit and one end is supported by the vehicle body.
a second mounting unit disposed on the other side of the roll axis of the power unit and having one end supported by the vehicle body; a first partition part to which the $1 mounting is connected to one side of the power unit; a first chamber provided between the vehicle body and whose volume increases or decreases due to vibration of the first partition wall;
a second chamber which is isolated from the chamber and whose volume decreases or increases due to vibration of the first partition, a second partition in which the second mounting unit is connected to the other side of the power unit; and a second partition. and a fourth chamber, which is isolated from the third chamber and whose volume increases or decreases due to vibrations of the second partition. , the first chamber and the fourth chamber communicate with each other through a first passage, and the second chamber and the third chamber communicate with each other through a second passage, and the first, second, third, and fourth chambers and the first, I! ! Since the two passages are filled with incompressible fluid, it is possible to control large displacements of the power unit throat during sudden acceleration, etc., and it is also possible to prevent vertical vibrations of the secondary rotational frequency of the power unit from being transmitted to the vehicle body. In addition, the power unit mounting device is arranged in a first mounting unit which is arranged on one side of the roll axis of the power unit throat and one end supported by the car body, and a first mounting unit which is arranged on the other side of the roll axis of the power unit 7) and one end supported by the car body. The second
a mounting unit, the first mounting is connected to one side of the power unit, a first bulkhead portion, and the first bulkhead portion is provided between the first bulkhead portion and the vehicle body, and the volume increases or decreases due to vibration of the first bulkhead portion. It has a first chamber and a second chamber that is isolated from the first chamber and whose volume decreases and increases due to vibration of the first partition,
@2 bulkhead 1 in which the second mounting unit is connected to the other side of the power unit; and a third chamber that is provided between the second bulkhead and the vehicle body and whose volume increases or decreases due to vibrations of the second bulkhead. , a fourth chamber is isolated from the third chamber and whose volume decreases and increases due to the vibration of the second partition, the first and fourth chambers are connected by a first passage, and the second and third chambers are connected by a first passage. The first, second, third, and fourth chambers and the first and second passages are connected to each other by a second passage, and an incompressible fluid is sealed in the first and second passages, and a pulsation generating means is connected to the first and second passages. The pulsation generating means sends pulsation to the first, second, third, and fourth chambers in a phase opposite to the volume change occurring in the first, second, third, and fourth chambers based on minute roll vibrations of the power unit. This makes it possible to control large displacements of the power unit, such as those caused by sudden acceleration, and to prevent vertical vibrations of the power unit's secondary rotational frequency from being transmitted to the vehicle body, while also preventing roll vibrations of the power unit's secondary rotational frequency from being transmitted to the vehicle body. You can get the effect that you can. In addition to the effects common to the first invention, the second embodiment of the first invention also provides the effect of attenuating vertical vibrations generated in the power unit. -Furthermore, in the third embodiment of the second invention, in addition to the above effects common to the second invention, the center of vibration of the first and second mounting units caused by pulsation is made to coincide with the center of the excitation force generated in the power unit. It is possible to reduce the vibration transmitted to the vehicle body from the first and 112 mounting units, and also to reduce the volume change of the W41 and third chambers and the second mounting unit.
And the change in volume of the fourth chamber can be made exactly equal. Furthermore, in the fourth embodiment of the second invention, the first
Moreover, the selection of the center of vibration of the second mounting unit and the damping force by the throttle valve can be set independently of each other.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing a conventional power unit mounting device, FIG. 2 is an enlarged view of the mounting unit shown in FIGS. FIG. 4 is a perspective view showing an eleventh embodiment of the mounting device of the mounting unit according to the first invention, FIG. 5 is a partial sectional view of the mounting unit in FIG. 4, and FIG. FIG. 7 is a partial sectional view showing the first embodiment of the second invention; FIGS. 8 to 13 are graphs showing the action of the mounting unit in FIG. 7; 14 is a partial sectional view showing the 12th embodiment of the second invention, and FIG. 15 is a graph showing the action of the rotation speed sensor in FIG. 14.
FIG. 6 is a graph showing the action of the electromagnetic valve control section in FIG. 14, and FIG. 17 is a partial cross-sectional view showing the third embodiment of the second invention.
FIG. 18 is an explanatory view showing vibrations of the first and second mounting units in FIG. 17, and FIG. 19 is a partial sectional view showing a fourth embodiment of the twelfth invention. 12...C17 = :y-knit, I7...
...1st mounting unit, 18...
・Second mounting unit, 19.28...
Mount body, 20.21.29.30...Rigid plate, 22...
...First room, Imperial edict...Second room, 24...First bulkhead, 25.34...Connecting rod, 27, Audience...・Liquid path, 31...3rd chamber, 32...4th chamber, 33...2' partition, 38...8141 passage, 40 ...second passage, 41.42.67-70...throttling means. Patent applicant: Nissan Motor Co., Ltd. Agent
I am a patent attorney.

Claims (5)

[Claims] (1) A first mounting unit disposed on an example of the roll axis of the power unit and having one end supported by the vehicle body, and a second mounting unit disposed on the other side of the roll axis of the power unit and having one end supported by the vehicle body. Prepare,
a first partition part to which the first mounting is connected to one side of the power unit; a first chamber provided between the first partition part and the vehicle body and whose volume increases or decreases due to vibrations of the first partition part; a second chamber that is isolated from the chamber and whose volume decreases or increases due to vibration of the first partition, a second partition in which the second mounting unit is connected to the other side of the power unit;
It has a third chamber that is provided between the partition wall and the vehicle body and whose volume increases or decreases due to vibrations of the second partition, and a fourth chamber that is isolated from the third chamber and whose volume increases or decreases due to vibrations of the second partition. 1ls
The 2nd and 3rd rooms are connected through a first passage, and the 1st and 4th rooms are connected through a second passage, and the 1st, 2nd, and 3rd rooms are connected through a second passage.
A mounting device for a power unit, characterized in that an incompressible fluid is sealed in the fourth chamber and the first and second passages. (2) The first mounting unit includes a mount body made of an elastic body in which first and second chambers are formed that are separated by a partition wall, a pair of rigid plates fixed to both ends of the mount main body, and one end of which is a partition wall. A connection in which a liquid passage is formed, the other end of which penetrates one rigid plate in a fluid-tight and slidable manner and is connected to an example of the power unit, and one end communicates with the second chamber and the other end communicates with the first passage. the second mountain ink unit includes third and fourth members separated by a partition wall portion.
A mount body made of an elastic body with a chamber formed therein, a pair of rigid plates fixed to both ends of the mount body, one end of which is a partition wall, and the other end of which penetrates one of the rigid plates in a fluid-tight and slidable manner. Claim 1, characterized in that the connecting member is connected to the other side of the power unit and has a fork in which one end communicates with the fourth chamber and the other end communicates with the second passage. power unit mounting device. (3) The power unit mounting device according to claim 1 or 2, further comprising a throttle means in at least one of the first and second passages. (4) A first mounting unit disposed on an example of the roll axis of the power unit and having one end supported by the vehicle body, and a second mounting unit disposed on the other side of the roll axis of the power unit and having one end supported by the vehicle body. Prepare,
a first chamber, which is provided between a first partition part to which the first mounting is connected to one side of the power unit and the wiJ1 partition part partition body, and whose volume increases or decreases due to vibration of the first partition part; a second chamber having a volume that decreases and increases due to vibrations of the first partition, the second partition being connected to the other side of the power unit;
A third chamber is provided between the second partition wall and the vehicle body and whose volume increases or decreases due to the vibration of the @2 partition wall, and a second chamber is isolated from the third chamber.
It has a fourth chamber whose volume decreases and increases due to the vibration of the partition wall, the second and third chambers are connected by the first passage, and the first and fourth chambers are connected by the second passage.
The first, IF12, third, and fourth
An incompressible fluid is sealed in the chamber and the second passage, and a pulsation generating means is connected to the first and second passages so that the pulsation generating means is connected to the first passage. Based on the minute roll vibration of the power unit, the second, third, and fourth chambers are placed in the first,! A power unit mounting device characterized by being able to send pulsations in phase opposite to the volume changes occurring in the 2nd, 3rd, and 4th chambers! . (5) A patent claim characterized in that each of the first and second passages between the connection point between the first and second passages and the pulsation generating means and one mounting unit is provided with a restricting means. [Mounting device for the power unit according to item 4 of [Claim 4].