JPS5897525A - Engine mount - Google Patents
Engine mountInfo
- Publication number
- JPS5897525A JPS5897525A JP56192711A JP19271181A JPS5897525A JP S5897525 A JPS5897525 A JP S5897525A JP 56192711 A JP56192711 A JP 56192711A JP 19271181 A JP19271181 A JP 19271181A JP S5897525 A JPS5897525 A JP S5897525A
- Authority
- JP
- Japan
- Prior art keywords
- mount
- engine
- main body
- weight
- engine mount
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000000694 effects Effects 0.000 abstract description 8
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 8
- 238000013016 damping Methods 0.000 description 6
- 238000004073 vulcanization Methods 0.000 description 3
- 210000004072 lung Anatomy 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
- F16F13/04—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper
- F16F13/06—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper the damper being a fluid damper, e.g. the plastics spring not forming a part of the wall of the fluid chamber of the damper
- F16F13/22—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper the damper being a fluid damper, e.g. the plastics spring not forming a part of the wall of the fluid chamber of the damper characterised by comprising also a dynamic damper
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Combined Devices Of Dampers And Springs (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は自動車用エンジンマウントの改良に胸するもの
である０
従来のエンジンマウントとしては第１図に示すようなも
のが知られている。第１図において、このエンジンマウ
ントｌはゴム極のマウント本体部、の両端に取付板３．
ダを固着した構成となっている。取付板Ｊはポル）４１
１により車体ｊに取付は固定する。取付板ダにボルト６
を固着して設け、また取付板参の一端を折り曲げストッ
パ７を形成する。この取付板ダにエンジンブラケットｒ
の一端をボルト６およびナツト９により取付固定する〇
エンジンブラケットｔの他端をボルト／θによりエンジ
ン／／に敢付ける。DETAILED DESCRIPTION OF THE INVENTION The present invention is directed to improving engine mounts for automobiles. As a conventional engine mount, one shown in FIG. 1 is known. In FIG. 1, this engine mount l has a rubber pole mount body, and mounting plates 3.
It has a structure in which the da is fixed. Mounting plate J is Pol)41
1 fixes the installation to the vehicle body J. Bolt 6 to the mounting plate
A stopper 7 is formed by bending one end of the mounting plate. Engine bracket r on this mounting plate
Attach and fix one end of the engine bracket t with the bolt 6 and nut 9. Attach the other end of the engine bracket t to the engine // with the bolt /θ.
このエンジンマウントｌはマウント本体λ′のゴムノ弾
性により車体に伝達されるエンジンの振１１１を防振し
、またアイドル運転時等に起こる大振幅振動はゴムの内
部摩擦による減衰作用により制振するようにし、ストッ
パ７によりエンジン／／の過大振動を制限するようにし
１ている。This engine mount l uses the rubber elasticity of the mount body λ' to dampen engine vibrations 111 transmitted to the vehicle body, and also suppresses large-amplitude vibrations that occur during idling by the damping effect caused by the internal friction of the rubber. The stopper 7 is used to limit excessive vibration of the engine.
しかしながらこの従来のエンジンマウントはマウントの
本体部が単純な形状の中実なゴム体から成る構造となっ
ているため、ｖｈＪ図に一点鎖線にて示す様にマウント
に龜わる振動周波数が高くなるに従い動ばね定数が増大
する傾向を有し、これにより車体のこもり青領域である
侵−Ｈｚ〜コ００ Ｈｚの範囲で車体に伝達されるエン
ジンの振動入力が大きく、大きなこもり音が発生すると
いう間−があった。However, in this conventional engine mount, the main body of the mount is made of a solid rubber body with a simple shape, so as the vibration frequency relative to the mount increases, as shown by the dashed line in the The dynamic spring constant tends to increase, and as a result, the vibration input of the engine transmitted to the car body in the range of 0-Hz to 00 Hz, which is the muffled range of the car body, is large and a large muffled sound is generated. -There was.
本発明の目的はこのような従来の問題点を解決し、エン
ジンの振動を良好に減衰し、乗員に対し不快な振動や騒
音を与えることのないエンジンマウントを提供すること
である。An object of the present invention is to solve these conventional problems and provide an engine mount that satisfactorily damps engine vibrations and does not cause unpleasant vibrations or noise to passengers.
この目的を達成するため本発明のエンジンマウントはエ
ンジン側に連結する上部と、車体側に連結する下部と、
前記上部から下部に向って断面積が増加するような内部
形状で空気室を形成する弾性体から収るマウント本体と
、前記本体の中間部に設けた錘りとから成ることを特徴
とするものである０
本発明のエンジンマウントはこの構成により車□体にこ
もり音の発生する中高周波域の動はね定数を低減し、車
体に大きなこもり音が発生することを防ぐようにしてい
る。In order to achieve this purpose, the engine mount of the present invention has an upper part connected to the engine side, a lower part connected to the vehicle body side,
A mount body that is housed in an elastic body that forms an air chamber with an internal shape whose cross-sectional area increases from the top to the bottom, and a weight provided in the middle part of the body. With this configuration, the engine mount of the present invention reduces the dynamic spring constant in the medium and high frequency range where muffled noise occurs in the car body, and prevents large muffled noise from occurring in the car body.
以下に本発明のエンジンマウントを図面に基づいて説明
する。The engine mount of the present invention will be explained below based on the drawings.
第３図は本発明のエンジンマウントの一実施例を示す図
である。第３図を参照してこのエンジンマウントの構成
を詳述する。略々円錐台形状の内部形状を有するマウン
ト本体〃はゴム製であり、中間部周囲には７ランジ状の
壁部全会しており、該７ランジ状壁部に環状の錘り〃を
嵌着しである。FIG. 3 is a diagram showing an embodiment of the engine mount of the present invention. The configuration of this engine mount will be described in detail with reference to FIG. The mount body, which has an internal shape of approximately a truncated cone, is made of rubber, and has seven flange-shaped walls around the middle part, and an annular weight is fitted into the seven flange-shaped walls. It is.
上部取付は板ｎに取付はボルトｎを溶接−こより固着し
、この取付は板ｎを加硫によりマウント本体のエンジン
側と連結する上部に一体に固着する。For upper mounting, bolts n are welded and fixed to plate n, and plate n is integrally fixed to the upper part of the mount body connected to the engine side by vulcanization.
マウント本体〃の車体側に連結する下部に７ランジ２ゲ
を加硫により一体に固着する。下部取付は板Ｊに取付は
ボルトツを溶接により固着し、またこの取付は板Ｂの一
個所にねじ孔Ｉを設け、このねじ孔１に空気注入用のパ
ルプＪをねじ留め固定する。この下部取付は板Ｂを７ラ
ンジ２ゼにかしめて結合し、マウント本体〃と７ランジ
２−と取付は板Ｊとに囲まれる空間に空気室ｚｙを形成
する。この空気室Ｊは前記マウント本体の上部から下部
に向かって断面積が増加するような内部形状を呈してお
り、錘りＩを嵌着している部分を境に空気ｗｉβの縦横
比が逆転している。7 lunges and 2 games are fixed together by vulcanization to the lower part of the mount body that connects to the vehicle body side. The lower part is attached to the plate J by fixing bolts by welding, and for this attachment, a screw hole I is provided in one place of the plate B, and a pulp J for air injection is fixed to this screw hole 1 by screwing. In this lower mounting, the plate B is caulked and joined to the 7-lunge 2-ze, and an air chamber zy is formed in the space surrounded by the mount body, the 7-lunge 2-, and the mounting plate J. This air chamber J has an internal shape such that the cross-sectional area increases from the top to the bottom of the mount body, and the aspect ratio of the air wiβ is reversed at the part where the weight I is fitted. ing.
次にこのエンジンマウントによる振動域ｉ作用を説明す
る。第１Ｉ図は本発明のエンジンマウントの振動減衰作
用の原理を示す図である。ピストン３０は第ＪＩｉ２ｍ
で示すマウント本体の鍾りＩより上の部分の上部におけ
るピストン作用を表わす。Next, the effect of vibration region i due to this engine mount will be explained. FIG. 1I is a diagram showing the principle of the vibration damping effect of the engine mount of the present invention. Piston 30 is No. JIi2m
This represents the piston action in the upper part of the mount body above the jaw I.
シリンダピストン３／は第３図における部分〃ａの下部
と錘り〃とマウント本体の錘り〃よりドの部分〃ｂの上
部とによるシリンダピストン作用を表わす。シリンダ３
２は第３図の７ランジλダおよび下部取付は板Ｂによる
シリンダ作用を表わす。ばね３３は第３図の部分２Ｄａ
のばね作用を表わし、ばね３１は第３図の部分〃ｂのば
ね作用を表わす。ピストン３θ、シリンダピストン３１
、およびシリンダ３２により囲まれる空気室３Ｓは第
３図の空気室ｙに相当する。本発明のエンジンマウント
はマウント本俸のゴムの弾性によるはね作用の他にこの
空気室による空気ばねとしての作用を利用している。第
ｑ図において空気室３Ｓの内圧を Ｐ ｋｖｅｒａ２と
し、シリンダ３２の有効受圧面積をｆ３ ｃｒｙ２とし
、エンジンマウン）７個が受は持つエンジン支持荷重を
ｗｋｇとすれば、ｐ＝ｗ７ｓの関係で空気室３Ｓの内圧
が設定される。Cylinder piston 3/ represents the cylinder piston action by the lower part of part (a) and the weight in FIG. 3, and the upper part of part (b) which is closer to the weight of the mount body. cylinder 3
2 represents the cylinder action by the 7-lunge λda and the lower mounting plate B in FIG. The spring 33 is part 2Da in FIG.
The spring 31 represents the spring action of section b in FIG. Piston 3θ, cylinder piston 31
, and the air chamber 3S surrounded by the cylinder 32 corresponds to the air chamber y in FIG. The engine mount of the present invention utilizes the action of the air chamber as an air spring in addition to the springing action of the rubber of the mount. In FIG. The internal pressure of the chamber 3S is set.
エンジンよりエンジンマウントに伝えられる振動入力の
内低周波の振動入力が入力された場合について考えると
ピストンシリンダＪ／はピストン３θとほぼ同一の動き
をする。次に高周波の振動入力が入力された場合につい
て考えると、慣性作用によりピストンシリンダ３／はほ
とんど振動しなくなる。従って空気室３ｊの容積変化は
ピストン〃による分だけとなり、小さくなるので動ばね
定数も小さな値となる。これらの中間の周波数域ではピ
ストンシリンダ３１に共振現象が生じる。Considering the case where a low-frequency vibration input among the vibration input transmitted from the engine to the engine mount is input, the piston cylinder J/ moves almost in the same way as the piston 3θ. Next, considering the case where a high frequency vibration input is input, the piston cylinder 3/ hardly vibrates due to the inertial action. Therefore, the change in the volume of the air chamber 3j is only due to the piston, and since it is small, the dynamic spring constant also becomes a small value. A resonance phenomenon occurs in the piston cylinder 31 in these intermediate frequency ranges.
この本発明のエンジンマウントの周波数と動ばね定数と
の関係を第５図に示す。＠Ｓ図において一点鎖線は第２
図に示した従来のエンジンマウントの特性を表わし、実
線は本発明のエンジンマウントの特性を表わす。第５図
から明らかなように本発明のエンジンマウントの特性は
共振周波数ｆ。FIG. 5 shows the relationship between the frequency and dynamic spring constant of the engine mount of the present invention. @ In the S diagram, the dashed line is the second
The solid line represents the characteristics of the conventional engine mount shown in the figure, and the solid line represents the characteristics of the engine mount of the present invention. As is clear from FIG. 5, the characteristic of the engine mount of the present invention is the resonance frequency f.
の所で動ばね定数が多少悪化するが、それ以降高周波域
では動ばね定数は小さく、周波数ｆ□の所で動はね定数
が非常に小さくなる。このため、このｆ工の領域を車室
内こもり音の特に問題となる周波数域にチューニングす
ることにより非常に大きな騒音低減効果が得られる。The dynamic spring constant deteriorates somewhat at , but thereafter the dynamic spring constant is small in the high frequency range, and becomes extremely small at the frequency f□. Therefore, a very large noise reduction effect can be obtained by tuning this frequency range to a frequency range where the muffled noise in the vehicle interior becomes a particular problem.
次にこの本発明のエンジンマウントの特性を解析的に表
わして尭る０部品〃ａの弾性を示すばね３１のばね定数
をに２、部品〃ｂの弾性を示すばね３１のばね定数をに
工とし、ピストン３θの受圧面積をｓ２、シリンダピス
トン３１の受圧面積をＳよとし、空気室３Ｓの容積をｖ
１錘り〃の質量であるシリンダピストン３／の質量をＭ
とおくと本発明のエンジン！つ動ばね定数Ｋｄが最大に
なる周波数ｆ。は式（１）の分母が零となる条件より決
定され、最少となる周波数ｆ工は式（１）の分子が零と
なる条件より決定されるＱ
実際のエンジンマウントの設計にあたってはマウントの
支持するエンジン重量Ｗ１動はね定数を最小にする周波
数ｆ工等はあらかじめ与えられているので、これらを満
足するように各係数ム、Ｂ。Next, the characteristics of the engine mount of the present invention are expressed analytically. Let the pressure receiving area of the piston 3θ be s2, the pressure receiving area of the cylinder piston 31 be S, and the volume of the air chamber 3S be v.
The mass of the cylinder piston 3/ which is the mass of one spindle is M
Especially the engine of the present invention! Frequency f at which the pivoting spring constant Kd is maximum. is determined from the condition that the denominator of equation (1) is zero, and the minimum frequency f is determined from the condition that the numerator of equation (1) is zero. Since the frequency f, etc. that minimize the engine weight W1 and the dynamic spring constant are given in advance, each coefficient M, B is set so as to satisfy these values.
Ｃ等を決定することができる。C etc. can be determined.
第を図は本発明の他の実施例を示す図である。Figure 5 is a diagram showing another embodiment of the present invention.
簡明のため第３図の実施例と同様の構成の部材には同一
の符号を付す。この実施例はマウント本体〃の錘りＩの
下面に対応する位置の空気室β側にほぼ全周にわたる突
起３≦を設けたものである。For the sake of clarity, members having the same configuration as those in the embodiment shown in FIG. 3 are given the same reference numerals. In this embodiment, a protrusion 3≦ extending almost all around the mount body is provided on the air chamber β side at a position corresponding to the lower surface of the weight I.
この突起３６はエンジンが下方に大きく変位した時のス
トッパを兼ねるとともに、突起３≦と下部取付板Ｂとに
よりほぼ密封された気体が突起３６と下部取付板Ｂとの
間から勢いよく吠出す時に大きな減衰力を生じさせる働
きをし、従って振動の大きな低周波域で大きな制振作用
を得ることができ乗りごこちを向上させることができる
。This protrusion 36 also serves as a stopper when the engine is significantly displaced downward, and when the gas that is almost sealed by the protrusion 3≦ and the lower mounting plate B bursts out from between the protrusion 36 and the lower mounting plate B. It functions to generate a large damping force, and therefore can obtain a large vibration damping effect in the low frequency range where vibration is large, and can improve riding comfort.
以上詳述したように本発明のエンジンマウントは上部か
ら下部に向って断面積が増加するような内部形状で空気
室を形成する弾性体から成るマウント本体の中間に錘り
を設けた構造にしたため、空気室による空気ばねの効果
と錘りの共振の効果により、マウントの制振特性が問題
となる低周波域ではばね定数を高くシ、防去特性が問題
となる中、高周波域ではばね定数を低くすることができ
るため、特に問題となる車室内のこもり音を着しく低減
できるという効果が得られる。As detailed above, the engine mount of the present invention has a structure in which a weight is provided in the middle of the mount body made of an elastic body that forms an air chamber with an internal shape whose cross-sectional area increases from the top to the bottom. Due to the effect of the air spring created by the air chamber and the resonance of the weight, the spring constant is set high in the low frequency range where the damping properties of the mount are a problem, and the spring constant is set high in the high frequency range where the damping properties of the mount are a problem. Since the noise level can be lowered, the muffled noise inside the vehicle interior, which is a particular problem, can be significantly reduced.
なお本発明は上述した実施例に限られることなく特許請
求の範囲内で槍々の変更を加えることのできるもの゛で
ある。−例として上述の実施例ではマウント本体〃に錘
りＩを加硫により一体に固着したが接着または焼付等に
よって結合しても実用に供することかできる。Note that the present invention is not limited to the embodiments described above, but can be modified within the scope of the claims. - As an example, in the above-mentioned embodiment, the weight I was fixed integrally to the mount body by vulcanization, but it may also be bonded to the mount body by bonding or baking for practical use.
第１図は従来のエンジンマウントの構成を示す正面図、
第２図は従来のエンジンマウントにおける勤はね定数と
振動周波数との関係を示す特性Ｓ図、＠３図は本発明の
エンジンマウントの実施例の構成を示す断面図、第ｑ図
は本発明のエンジンマウントの原理を模式的に示す図、
第５図は本発明のエンジンマウントの動ばね定数と周波
数との関係を従来のエンジンマウントにおけるものと比
較して示した特性線図、第ぶ図は本発明のエンジンマウ
ントの他の実施例の構成を示す断面図である。
ｌ°°°エンジンマウント、λ・・・マウント本体、Ｊ
＃ダ・・・取付板、ｊ山車体、６・・・ボルト、７・
・・ストッパ、ｔ・・・エンジンブラケット、り・・・
ナツト、１０・・・ボルト、ｌｌ川用ンジン、〃・・・
マウント本体、〃・・・錘り、ｎ・・・上部取付は板、
Ｂ・・・取付はボルト、２４Ｉ・・・７ランジ、Ｂ・・
・下部取付σ板、ム・・・取付はボルト、Ｉ・・・ねじ
孔、ｄ用パルプ、Δ・・・空気室、３０・・・ピストン
、Ｊ／・・・シリンダピストン、３２・・・シリンダ、
３３．３〆・・・はね、 Ｊｊ・・・空気室、３６川突
起。
第１図
第２図
ｆ、 ｆ、 ＃、ψカ周に’ｌｔＬ ｆ
（Ｈｚン百
第３図
第４図
（５図Figure 1 is a front view showing the configuration of a conventional engine mount.
Fig. 2 is a characteristic S diagram showing the relationship between the repulsion constant and vibration frequency in a conventional engine mount, Fig. 3 is a sectional view showing the configuration of an embodiment of the engine mount of the present invention, and Fig. A diagram schematically showing the principle of the engine mount of
Figure 5 is a characteristic diagram showing the relationship between the dynamic spring constant and frequency of the engine mount of the present invention in comparison with that of a conventional engine mount, and Figure 5 is a characteristic diagram of another embodiment of the engine mount of the present invention. FIG. 3 is a sectional view showing the configuration. l°°°Engine mount, λ...Mount body, J
#Da...Mounting plate, j float body, 6...Bolt, 7.
...stopper, t...engine bracket, r...
Natsu, 10...Boruto, 11 river engine,...
Mount body, 〃... weight, n... top mounting plate,
B...Mounting with bolts, 24I...7 lunges, B...
・Bottom mounting σ plate, M...Mounting with bolt, I...Threaded hole, d pulp, Δ...Air chamber, 30...Piston, J/...Cylinder piston, 32... Cylinder,
33.3〆...splash, Jj...air chamber, 36 river protrusion. Figure 1 Figure 2 f, f, #, ψ around 'ltL f
(Hz 100 Figure 3 Figure 4 (Figure 5
Claims (1)
部と、前記上部から下部に向って断面積が増加するよう
な内部形状で空気室を形成する弾性体から成るマウント
本体と、前記本体の中４Ｍ部に設けた錘りとから成るこ
とを特徴とするエンジンマウント。 ２ 前記錘りが前記本体の周囲を取り囲む環状の形状で
あり、前記本体が前記錘りの下面に沿う７ランジ状Ｊ１
１部を有することを特徴とする特許請求の範囲第１項に
記載のエンジンマウント。[Scope of Claims] L A mount consisting of an upper part connected to the engine side, an upper part connected to the vehicle body side, and an elastic body forming an air chamber with an internal shape such that the cross-sectional area increases from the upper part to the lower part. An engine mount comprising a main body and a weight provided in a 4M portion inside the main body. 2. The weight has an annular shape surrounding the main body, and the main body has a 7-lung shape J1 along the lower surface of the weight.
An engine mount according to claim 1, characterized in that the engine mount has one part.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56192711A JPS5897525A (en) | 1981-12-02 | 1981-12-02 | Engine mount |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56192711A JPS5897525A (en) | 1981-12-02 | 1981-12-02 | Engine mount |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5897525A true JPS5897525A (en) | 1983-06-10 |
Family
ID=16295779
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56192711A Pending JPS5897525A (en) | 1981-12-02 | 1981-12-02 | Engine mount |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5897525A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0750131A1 (en) * | 1995-06-21 | 1996-12-27 | Hutchinson | Elastic support for vibrating mass |
-
1981
- 1981-12-02 JP JP56192711A patent/JPS5897525A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0750131A1 (en) * | 1995-06-21 | 1996-12-27 | Hutchinson | Elastic support for vibrating mass |
| FR2735831A1 (en) * | 1995-06-21 | 1996-12-27 | Hutchinson | ELASTIC SUPPORT FOR VIBRANT MASS |
| US5873565A (en) * | 1995-06-21 | 1999-02-23 | Hutchinson | Elastic support for a vibrating mass |
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