Support bearing and suspension mechanism using the same

Abstract

Support bearing (10, 120, 130), comprising: a first fastening element (12) configured to be attached to a shock absorber (72); a second fastening element (14) configured for attachment to a vehicle body (74); an elastic rubber main body (16) elastically connecting the first and second fastening elements (12, 14) to each other; and a fluid-filled zone (60) whose interior is filled with a non-compressible fluid so that a vibration-damping effect is achieved based on a flow behavior of the fluid, the support bearing being characterized in that: a flow opening (68) is provided through which the liquid in the liquid-filled zone (60) is caused to flow; a tuning frequency of the flow opening (68) is set to a frequency of a vibration transmitted from the drive train of the automobile to the vehicle body (74) via the shock absorber (72) during lockup of an automobile, and wherein the support bearing (10, 120, 130) is configured such that the vibration to be transmitted from the drive train of the automobile to the vehicle body (74) through the shock absorber (72) during lockup of the automobile is transmitted via the first fastening element (12) and the second fastening element (14) in a generally axial direction, while a vibration caused by the road surface, which is to be transmitted from a wheel assembly (100) in contact with a road surface to the vehicle body (74) through the shock absorber (72), is also transmitted via the first fastening element (12) and the second fastening element (14) either in a direction generally perpendicular to the axis or a lever direction,and a resonant frequency of the fluid with respect to the vibration pickup either in the direction generally perpendicular to the axis or in the lever direction is set to a higher frequency than the tuning frequency of the flow opening (68).

Description

TECHNICAL FIELD

[0001] The present invention generally relates to a support bearing configured for mounting between a shock absorber and a vehicle body in an automotive suspension, and to a suspension mechanism using the same. More specifically, the present invention relates to a fluid-filled support bearing utilizing the vibration-damping effect based on the flow behavior of the fluid filled inside, and to a suspension mechanism using the same. STATE OF THE ART

[0002] Conventionally, various types of vibration damping devices are used for automobiles with the goal of achieving good ride comfort or the like. By being located between the vibration source, which constitutes the vibration transmission system, and the component to be damped, the vibration damping devices are configured to prevent the vibrations originating from the vibration source from deteriorating the vibration state of the component to be damped. Such vibration damping devices include one that achieves the vibration damping effect by energy loss during elastic deformation of a rubber elastic body, one that achieves the vibration damping effect based on the flow behavior of the fluid, and the like.

[0003] One of the vibration sources that can pose a problem in automobiles is a power unit, such as an internal combustion engine and motors. Accordingly, as a generally adopted countermeasure, for example, an engine mount serving as a vibration-damping device, such as the one disclosed in Japanese Unexamined Patent Publication No. JP 2010-78109 A (Patent Document 1), is interposed between the power unit, which is the vibration source, and the vehicle body, which is the component to be damped, to prevent the vibration originating from the power unit from being transmitted to the vehicle body. Incidentally, another vibration source that can pose a problem in automobiles is that caused by vibration of the wheel assembly due to pits or grooves in the road surface, or the like.Accordingly, as a generally adopted countermeasure, for example, a bushing serving as a vibration damping device, such as the one disclosed in Japanese Unexamined Patent Publication No. JP 2014-145410 A (Patent Document 2), is disposed between the wheel assembly, which is the vibration source, and the vehicle body, which is the component to be damped, in order to prevent the vibration originating from the road surface from being transmitted to the vehicle body.

[0004] Recently, due to increasing concerns about economy, reducing environmental impact, and the like, automobiles are being subjected to stringent demands for fuel economy, comparable to or even higher than those for driving comfort or performance. To meet these stringent demands for fuel economy, measures such as downsizing the engine by reducing the number of cylinders or lowering the engine speed for torque converter lockup are being investigated.

[0005] However, it has been shown that when attempting to improve fuel consumption by reducing the number of cylinders in the engine or by reducing the engine speed restriction, particularly by reducing the engine speed at which the lockup takes place, the vibration condition of the vehicle body deteriorates during the lockup.

[0006] JP 2004-231 091 A describes a vibration damper for a suspension which forms a fluid-filled type of variable characteristic support bearing whose spring characteristics can be changed and set externally, wherein the support bearing is used for a moving vehicle state and a stopped vehicle state for which the spring characteristics are changed and set. STATUS OF TECHNICAL PATENT DOCUMENTS Patent document 1: JP 2010-78 109 A Patent document 2: JP 2014-145 410 A OVERVIEW OF THE INVENTIONPROBLEM TO BE SOLVED BY THE INVENTION

[0007] The present invention has been developed in view of the points described above as background, and an object of the present invention is to provide a support bearing having a novel structure capable of achieving excellent vibration damping, and a suspension mechanism using the same. MEANS TO SOLVE THE PROBLEM

[0008] The above-mentioned and / or optional objects of this invention can be achieved according to at least one of the following embodiments of the invention. The following embodiments and / or the elements utilized in each embodiment of the invention can be used in any possible optional combinations.

[0009] The inventors investigated the cause of the deterioration of the vibration condition of the vehicle body due to the reduced number of cylinders or the reduction in engine speed for torque converter lockup. The inventors then found that the deterioration was caused by vibration due to torque fluctuations during lockup, which are transmitted from the powertrain, such as the drive shaft, to the vehicle body via a suspension as a transmission path. They hypothesized that resonance is generated in the vibration transmission system, such as the suspension system and the powertrain, during the absorption of low-frequency vibrations in such a new vibration transmission path.Accordingly, it is assumed that when the frequency of vibration caused by torque fluctuations during lockup decreases due to the reduced number of cylinders or the lowering of the engine speed for lockup, the vibration is amplified by resonance and transmitted to the vehicle body, thus worsening the vibration condition of the vehicle body. The inventors confirmed their assumption through simulations and tests.

[0010] Based on such findings, the inventors considered that by reducing the vibration transmission on the vibration transmission path through which the vibration caused by torque fluctuations during lockup is transmitted from the suspension to the vehicle body, it should be possible to improve the vibration state of the vehicle body and the vibration damping, as well as to reduce the noise of the vehicle, and made the present invention.

[0011] In particular, a first embodiment of the present invention provides a support bearing comprising: a first fastening element configured for fastening to a shock absorber; a second fastening element configured for fastening to a vehicle body; an elastic rubber main body elastically connecting the first and second fastening elements; and a liquid-filled zone, the interior of which is filled with an incompressible liquid so as to achieve a vibration-damping effect based on a flow behavior of the liquid, the support bearing being characterized in that: a flow opening is provided through which the liquid in the liquid-filled zone is caused to flow;and a tuning frequency of the flow orifice is set to a frequency of a vibration transmitted from a drivetrain of the automobile to the vehicle body via the shock absorber during lockup of an automobile;

[0012] With the support mount constructed according to the first embodiment, the vibration transmitted to the vehicle body via the suspension shock absorber during lockup is reduced based on flow characteristics such as the resonance effect of the fluid flowing through the flow port. Thus, even if the number of cylinders of the engine is reduced or the lockup engine speed is reduced, so that the frequency of the vibration caused by torque fluctuations during lockup becomes low, where resonance or the like of the suspension system or powertrain may be a problem, for example, the vibration condition of the vehicle body during lockup can be prevented from deteriorating.

[0013] Furthermore, the support bearing is a fluid-filled type, and the flow aperture of the support bearing is adjusted to the frequency of the vibration transmitted to the vehicle body via the shock absorber during lockup. Therefore, improved vibration damping during lockup can be achieved with a simple structure using the support bearing conventionally located between the shock absorber and the vehicle body.

[0014] A second embodiment of the present invention provides the support bearing according to the first embodiment, wherein the tuning frequency of the flow opening is set to not more than 50 Hz.

[0015] According to the second embodiment, the tuning frequency of the flow orifice is set within the frequency range where rigid-body resonance or the like of the suspension system is likely to occur. This makes it possible to achieve excellent vibration damping in the frequency range where vibration amplification due to resonance or the like of the suspension system or drivetrain tends to be a problem.

[0016] A third embodiment of the present invention provides the support bearing according to the first or second embodiment, wherein the liquid-filled zone includes a primary liquid chamber whose wall part is partially defined by the elastic rubber main body, and a supplementary liquid chamber whose wall part is partially defined by a flexible film, and wherein the primary liquid chamber and the supplementary liquid chamber are connected to each other through the flow opening.

[0017] According to the third embodiment, the structure is used in which the primary fluid chamber, which induces internal pressure fluctuations during vibration absorption, and the auxiliary fluid chamber, in which internal pressure fluctuations are less likely to occur due to the deformation of the flexible film that allows volume changes in the auxiliary fluid chamber, are connected to each other via the flow port. Thus, the vibration-damping effect based on the fluid flow behavior can be advantageously achieved.

[0018] A fourth embodiment of the present invention provides the support bearing according to the third embodiment, wherein the flexible film has a ring shape so that the flexible film can be arranged perpendicular to the axis between the shock absorber and a coil spring placed outside the shock absorber.

[0019] According to the fourth embodiment, the flexible film is arranged by utilizing the space between the shock absorber and the coil spring. This allows the volume of the auxiliary fluid chamber to be adjusted with a large degree of freedom, effectively achieving the desired vibration damping.

[0020] A fifth embodiment of the present invention provides the support bearing according to any one of the first to fourth embodiments, wherein the support bearing is configured such that the vibration to be transmitted from the drive train of the automobile to the vehicle body through the shock absorber during lock-up of the automobile is transmitted via the first fastening member and the second fastening member in a generally axial direction, while a vibration due to the road surface to be transmitted from a wheel assembly in contact with a road surface to the vehicle body through the shock absorber is also transmitted via the first fastening member and the second fastening member in either a direction generally perpendicular to the axis or a lever / rest / caulking direction,and a resonance frequency of the fluid with respect to the vibration pickup either in the direction generally perpendicular to the axis or in the lever direction is set to a higher frequency than the tuning frequency of the flow orifice.

[0021] According to the fifth embodiment, the vibration-damping effect is evident not only in the vibration transmitted from the driveline to the vehicle body through the shock absorber during lockup, but also in the vibration absorption from the wheel assembly in contact with the road surface. Furthermore, the vibrations emitted by the road surface include vibrations with approximately the same frequencies as those transmitted from the driveline during lockup, as well as vibrations with higher frequencies.Therefore, even if the resonance frequency of the fluid with respect to the vibration emitted from the road surface is set to a higher frequency than the tuning frequency of the flow hole and the fluid flow with respect to the vibration emitted from the road surface is substantially blocked for the flow hole due to anti-resonance, the vibration damping effect can be efficiently achieved with respect to the vibration emitted from the road surface in the direction generally perpendicular to the axis or in the lever direction.

[0022] A sixth embodiment of the present invention provides the support bearing according to the fifth embodiment, wherein the liquid-filled zone includes a primary liquid chamber, the wall part of which is partially defined by the elastic rubber main body, and a supplementary liquid chamber, the wall part of which is partially defined by a flexible film, and wherein the primary liquid chamber and the supplementary liquid chamber are connected to each other via the flow opening, wherein the primary liquid chamber includes, on its opposite sides in a direction perpendicular to the axis, respectively expanded portions and narrowed portions connecting the expanded portions to each other in a circumferential direction, and wherein the narrowed portions are configuredthat they allow fluid flow between the enlarged regions due to vibration emitted either in the direction generally perpendicular to the axis or in the lever direction, and the resonant frequency of the fluid flowing through the constricted regions is set to a higher frequency than the tuning frequency of the flow orifice.

[0023] According to the sixth embodiment, it is possible to achieve a vibration-damping effect with respect to the direction generally perpendicular to the axis or the lever direction based on the resonance effect or the like of the fluid flowing between the expanded portions through the narrowed portions. Furthermore, since the expanded portions and the narrowed portions are provided in the primary fluid chamber, the vibration-damping effect with respect to the vibration emitted in the direction generally perpendicular to the axis or the lever direction can be achieved with a compact and simple structure.

[0024] A seventh embodiment of the present invention provides the support bearing according to any one of the first to sixth embodiments, wherein the support bearing is configured to be installed between the shock absorber and the vehicle body of the automobile including an engine with three cylinders or less.

[0025] According to the seventh embodiment, in automobiles equipped with an engine having three or fewer cylinders, in which the frequency of vibration transmitted from the powertrain to the vehicle body during lockup is likely to be close to the frequency of rigid body resonance or the like of the suspension system, deterioration of the vibration state of the vehicle body during lockup can be avoided.

[0026] An eighth embodiment of the present invention provides a suspension mechanism comprising: a shock absorber and a swing arm configured to connect a vehicle body and a wheel assembly; a support bearing configured to be inserted between the vehicle body and the shock absorber; and a bearing bushing configured to be inserted between the vehicle body and the swing arm, the suspension mechanism being characterized in that: the support bearing according to any one of the first to seventh embodiments is used as the support bearing; the bearing bushing includes a fluid-filled zone whose interior is filled with an incompressible fluid, and a flow port through which the fluid in the fluid-filled zone is caused to flow;and a tuning frequency of the flow opening is set to a frequency of a vibration transmitted from the drive train of the automobile to the vehicle body via the shock absorber during lockup of an automobile;

[0027] With the suspension mechanism constructed according to the eighth embodiment, vibration caused by torque fluctuations during lockup can be prevented from being transmitted not only through the support bearing of the shock absorber to the vehicle body, but also through the suspension bushing of the swing arm to the vehicle body. This makes it possible to more advantageously prevent the deterioration of the vibration condition of the vehicle body during lockup, thereby achieving further improved vibration damping and reducing noise. Furthermore, both the support bearing and the bushing are fluid-filled types and exhibit excellent vibration-damping effects based on the fluid flow behavior. This can more effectively reduce vibration during lockup. IMPACT OF THE INVENTION

[0028] According to the present invention, the vibration transmitted to the vehicle body via the shock absorber of the suspension during lockup is reduced based on the flow behavior, such as the resonance effect of the fluid flowing through the flow port. Thus, even if the number of cylinders of the engine is reduced or the lockup engine speed is reduced, so that the frequency of the vibration caused by torque fluctuations during lockup becomes low-frequency, where rigid body resonance or the like of the suspension system may be a problem, the vibration state of the vehicle body during lockup can be prevented from deteriorating. Furthermore, with a simple structure using the support bearing conventionally provided between the shock absorber and the vehicle body, improved vibration damping during lockup can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Fig. 1 is a vertical cross-sectional view showing a support bearing according to a first embodiment of the present invention; it is equivalent to a cross-section taken along the line 1-1 of Fig. 2. Fig. 2 is a plan view of the Fig. 1 support bearing shown. Fig. 3 is a view of a cross section along the line 3-3 of Fig. 1. Fig. 4 is a view of a cross section taken along line 4-4 of Fig. 1. Fig. 5 is a cross-sectional view of the Fig. 1 in a state mounted on a vehicle according to a first embodiment of the present invention; it is equivalent to a cross section along the line 5-5 of Fig. 2. Fig. 6 is a view showing a suspension mechanism with the support bearing of Fig. 1 shows. Fig. 7 is a view showing a relationship between the number of cylinders of an engine, the lockup engine speed, and a torque fluctuation. Fig. 8 is a view showing a relationship between the number of cylinders of an engine and a transmitted component of vibration due to torque fluctuations, which is classified by transmission path[s]. Fig. Figure 9 is a graph of actual measurements of vibrations on the suspension side during acceleration in the lock-up state of an automobile equipped with a three-cylinder engine. Fig. Figure 10 is a curve for which the contribution of each transmission path in measurement results of floor vibration during acceleration in the lockup state of the automobile equipped with a three-cylinder engine was analyzed. Fig. 11 is a cross-sectional view showing a support bearing according to a second embodiment of the present invention. Fig. 12 is a vertical sectional view showing a support bearing according to a third embodiment of the present invention. EMBODIMENTS FOR IMPLEMENTING THE INVENTION

[0029] Hereinafter, the embodiments of the present invention will be described with reference to the accompanying drawings.

[0030] Fig. 1 and Fig. 2 shows a support bearing 10 according to a first embodiment of the present invention. The support bearing 10 has a structure in which a first fastening element 12 and a second fastening element 14 are elastically connected to an elastic rubber main body 16. In the following description, the up / down direction generally refers to the up / down direction of Fig. 1, which corresponds to the axial direction of the bearing. Furthermore, the forward / backward direction refers to the left / right direction of Fig. 2, which corresponds to the front / back direction of the vehicle when mounted on the vehicle. Meanwhile, the left / right direction refers to the up / down direction of Fig. 2, which corresponds to the left / right direction of the vehicle when mounted on the vehicle.

[0031] Specifically, the first fastening member 12 is a high-rigidity component made of metal, synthetic resin, or the like, and includes an inner tube portion 18 having an approximately circular tubular shape with a small diameter. The inner tube portion 18 of the present embodiment has an approximately stepped circular tubular shape, with its upper portion having a smaller diameter than its lower portion. Furthermore, an upper flange-shaped partition member 20 extending radially outward in the vertical axis direction is integrally formed at the lower end portion of the first fastening member 12.The upper partition member 20 is formed as a whole approximately as an annular disk and includes an annular fitting slot 22 opening toward the lower surface and extending continuously around the entire circumference approximately at the central portion in the width direction, and screw holes 24 opening toward the lower surface at a plurality of locations in the circumferential direction on the inner and outer radius of the fitting slot 22.

[0032] The second fastening element 14, like the first fastening element 12, is a high-rigidity component and includes an outer tube part 26 of a tapered round, tubular shape with a large diameter, the diameter of which is gradually narrowed upwards, and a flange-shaped fastening part 28 formed integrally with its lower end portion so as to extend radially outward approximately in the direction of the vertical axis. As shown in Fig. As shown, the fastening part 28 has an approximately triangular plate-like shape when viewed in the axial direction. Each side of the fastening part 28 is curved so as to be radially convex outward, while its three corners are each penetrated by fastening bolts 30, the axes of which each protrude upward.

[0033] Then, as in Fig. 1, the first fastening element 12 and the second fastening element 14 are arranged so as to be spaced apart from each other approximately along the same central axis, and the elastic rubber main body 16 elastically connects the first fastening element 12 and the second fastening element 14. The elastic rubber main body 16 has an approximately round, tubular shape as a whole, with its inner peripheral portion being vulcanized bonded to the inner tube part 18 of the first fastening element 12, its lower surface overlapping and bonding to the upper surface of the upper partition element 20 of the first fastening element 12, and the upper part of its outer peripheral portion being vulcanized bonded to the outer tube part 26 of the second fastening element 14.The elastic rubber main body 16 of the first embodiment is in the form of an integrally vulcanized component including the first fastening member 12 and the second fastening member 14. Furthermore, a cover rubber 32 formed integrally with the elastic rubber main body 16 is overlapped and vulcanized bonded to the lower surface of the fastening part 28 of the second fastening member 15, so that the head portions of the fastening bolts 30 are bonded to the cover rubber 32 in an embedded state.

[0034] Furthermore, the elastic rubber main body 16 has a circular recess 34. As in Fig. 1 and Fig. 3, the circular recess 34 is a recess in the form of a groove which opens to the lower surface of the elastic rubber main body 16 and extends in the circumferential direction and is continuously formed around the entire circumference as shown in Fig. 3. Furthermore, the circular recess as shown in Fig. 1 and Fig. 4, the sections positioned respectively on the opposite sides in the front / back direction represent extended areas 36 whose depth is large top-bottom, while, as in Fig. 1, the sections positioned on opposite sides in the left / right direction represent narrowed regions 38 whose depth is small in the top-bottom direction. Accordingly, the front / rear pair 36, 36 of the extended regions are connected in the circumferential direction via the left / right pair of narrowed regions 38, 38.

[0035] Furthermore, a lower partition member 40 is attached to the upper partition member 20 of the first fastening member 12. The lower partition member 40 is a rigid component made of metal or synthetic resin and has a generally approximately annular disc shape. Furthermore, the lower partition member 40 includes an annular fitting protrusion 42 corresponding to the fitting slot 22 of the upper partition member 20 and protruding upward at approximately the central portion in the width direction. The fitting protrusion 42 includes a circumferential groove 44 opening toward the upper surface and extending for a prescribed length just around the circumference in the circumferential direction, and the upwardly opening portion is covered with a lid member 46 as a separate member of the lower partition member 40.In addition, a plurality of first screw insertion holes 48 are formed on the radial inner and outer sides of the fitting projection 42 of the lower partition member 40, each of which corresponds to the screw holes 24 of the upper partition member 20.

[0036] Furthermore, a flexible film 50 is provided below the lower partition member 40. The flexible film 50 is a thin-walled rubber film that readily allows deformation in the thickness direction, has a ring shape extending continuously around the entire circumference, and generally has a downwardly convex U-shape in cross section. Furthermore, an outer circumference fixing member 52 and an inner circumference fixing member 54 are bonded by vulcanization to the end portion of the flexible film positioned at the upper end thereof. The outer circumference fixing member 52 is a rigid component in the shape of an approximately annular disk with a large diameter, and is penetrated in the up-down direction by a plurality of second screw insertion holes 56 at the positions corresponding to the first screw insertion holes 48.Furthermore, the inner peripheral end of the outer peripheral fixing member 42 is continuously bonded to the outer peripheral end of the flexible film 50 by vulcanization around the entire circumference. Meanwhile, the inner peripheral fixing member 54 is a rigid component in the shape of an approximately annular disk whose diameter is smaller than that of the outer peripheral fixing member 52, and is penetrated in the up-down direction by a plurality of second screw insertion holes 56 at the positions corresponding to the first screw insertion holes 48. Furthermore, the outer peripheral end of the inner peripheral fixing member 54 is continuously bonded to the inner peripheral end of the flexible film 50 around the entire circumference by vulcanization. Since both the inner peripheral end of the outer periphery fixing member 52 and the outer peripheral end of the inner periphery fixing member 54 protrude downward, a bonding area on the flexible film 50 is largely available.

[0037] Then, the lower partition member 40 is overlapped with the upper partition member 20 of the first fixing member 12 from below, and the fitting protrusion 42 of the lower partition member 40 is inserted into the fitting slot 22 of the upper partition member 20. Meanwhile, the outer periphery fixing member 52 and the inner periphery fixing member 53, which are bonded to the flexible film 50, are overlapped with the lower surface of the lower partition member 40. Fixing screws 58, inserted into the first screw insertion holes 48 and the second screw insertion holes 56, are screwed onto the screw holes 24, so that the upper partition member 20, the lower partition member 40, and the fixing members 52, 54 are fixed to each other.Although not explicitly shown in the drawings, the space between the overlapped upper partition member 20 and the lower partition member 40 is liquid-tightly sealed by means of a rubber O-ring or the like, for example, disposed on the outer periphery and the inner periphery of the fitting projection 42. Furthermore, the space formed between the lower partition member 40 and the flexible film 50 (a supplementary liquid chamber 64 described later), which is pressed against the lower surface of the lower partition member 40, is liquid-tightly isolated from the outside by means of, for example, a sealing projection projecting upward from the lower end surface of the flexible film 50.

[0038] In this way, by the upper partition member 20, the lower partition member 40, and the flexible film 50 being fixed to each other, a liquid-filled zone 60 filled with an incompressible liquid is formed between the elastic rubber main body 16 and the flexible film 50. The incompressible liquid sealed in the liquid-filled zone 60 is not particularly limited. For example, water, ethylene glycol, alkylene glycol, polyalkylene glycol, silicone oil, or a liquid mixture thereof, or the like, are preferably used.Moreover, it is desirable that the liquid sealed in the liquid-filled zone 60 has a low viscosity in order to advantageously achieve the vibration-damping effect thanks to a flow opening 68 or a constricted passage 69 to be described later, and a low-viscosity liquid having a viscosity of 0.1 Pa s or less is preferably used.

[0039] Furthermore, the liquid-filled zone 60 is bifurcated into upper and lower parts in the axial direction by the upper partition member 20 and the lower partition member 40. Accordingly, above the upper partition member 20, a primary liquid chamber 62 is formed by the lower opening of the circular recess 34 covered by the lid member 46. The primary liquid chamber 62 has a wall portion partially defined by the elastic rubber main body 16, resulting in internal pressure fluctuations during vibration absorption. On the other hand, below the lower partition member 40, a secondary liquid chamber 64 is formed by the upper opening of the flexible film 50 covered by the lower partition member 40. The secondary liquid chamber 64 has a wall portion partially defined by the flexible film 50, and smoothly accommodates volume changes due to deformation of the flexible film 50.

[0040] Furthermore, the upper opening of the circumferential groove 44 formed in the fitting projection 42 of the lower partition member 40 is covered by the lid member 46. One elongated end of the circumferential groove 44 communicates with the primary liquid chamber 62 via an upper communication hole 66 penetrating the lid member 46, while the other elongated end of the circumferential groove 44 communicates with the auxiliary liquid chamber 64 via a lower communication hole 67 (see Fig. 3) that penetrates the bottom wall of the circumferential groove 44 of the lower dividing element 40. This arrangement provides a flow opening 68 that connects the primary fluid chamber 62 and the auxiliary fluid chamber 64.

[0041] With the flow opening 68, by adjusting the ratio (A / L) of the cross-sectional area (A) of the passage to the length (L) of the passage, the tuning frequency, which is the resonant frequency of the flowing fluid, is adjusted within a frequency range caused by the torque fluctuations of the vibration transmitted from the driveline to the vehicle via a shock absorber 72 (to be described later) during lockup of an automobile. When vibration in the tuning frequency range of the flow opening 68 is transmitted via the first fastening element 12 and the second fastening element 14, this results in relative pressure fluctuations between the primary fluid chamber 62 and the auxiliary fluid chamber 64.Then, fluid flow occurs between the primary fluid chamber 62 and the auxiliary fluid chamber 64 through the flow port 68, so that the vibration-damping effect is configured to be achieved based on the flow behavior of the fluid, such as the resonance effect of the fluid. In preferred practice, the flow port 68 is set to a low frequency of 1 Hz to 50 Hz, including the resonance frequency of a suspension system, powertrain, or the like described later. In the present embodiment, assuming that the engine speed at lockup, at which improvement in vibration absorption is required in an automobile with a three-cylinder engine, is 1000 rpm to 1500 rpm, the flow port 68 is set to a frequency of 25 Hz to 37.5 Hz.

[0042] In addition, a constricted passage 69 is created through the lower openings of the constricted regions 38, 38 of the primary liquid chamber 62 covered by the cover member 46, which connects the expanded regions 36, 36 of the primary liquid chamber 62 to each other through a portion of the primary liquid chamber 62 (the constricted regions 38, 38). With the constricted passage 69, as with the flow opening 68, the resonant frequency of the flowing liquid is adjusted by adjusting the ratio (A' / L') of the cross-sectional area of the passage (A') to the length of the passage (L'). Accordingly, the tuning frequency of the constricted passage 69 is set to a higher frequency than the tuning frequency of the flow opening 68.When a vibration in the tuning frequency range of the restricted passage 69 is transmitted through the first fastening element 12 and the second fastening element 14, the flow opening 68 is substantially blocked due to anti-resonance, while the fluid flow actively takes place between the expanded regions 36, 36 of the primary fluid chamber 62 through the restricted passage 69 in a resonant state, thereby exhibiting the vibration-damping effect based on the fluid flow behavior. The tuning frequency of the restricted passage 69 is preferably set within the range of 20 Hz to 100 Hz, and in the present embodiment, to a frequency on the order of 45 Hz to 100 Hz, so as to match the frequency of the vibration transmitted from the road surface, for example, due to hardness.

[0043] The support bearing 10 of the construction according to the present embodiment described above is provided for a suspension mechanism 70 of an automobile incorporating a three-cylinder engine as shown in Fig. 5 and Fig. 6, and is inserted between a shock absorber 72 and a vehicle body 74. More specifically, a stopper member 75 is overlapped with the inner tubular portion 18 of the first fastening member 12 from above, and the first fastening member 12 and the stopper member 75 are fixed to a piston rod 76 of the shock absorber 72. The stopper member 75 is a highly rigid component made of metal or synthetic resin and has a generally cup-like, upwardly open shape. A flange-shaped stopper part 78 is integrally formed to extend radially outward toward the upper end portion of the stopper member 75, and the outer peripheral end of the stopper part 78 is covered with a rubber buffer 80. The inner peripheral end of the stopper member 75 is clamped between upper and lower positioning nuts 82, 82 in the up / down direction, and the upper and lower positioning nuts 82, 82 are screwed onto the piston rod 76.By doing this, the stop element 75 is positioned in the up / down direction with respect to the piston rod 76.

[0044] On the other hand, the second fastening member 14 is fixed to the vehicle body 74 by means of fastening bolts 30. More specifically, the vehicle body 74 is overlapped with the fastening part 28 of the second fastening member 14 from above, while the fastening bolts 30 fixed to the second fastening member 14 are inserted into bolt holes 86 formed in the vehicle body 74. By fastening nuts 88 screwed onto the axes of the mounting bolts 30 projecting above the vehicle body, the second fastening member is configured for attachment to the vehicle body 74. In this way, the first fastening member 12 is attached to the shock absorber 72, and the second fastening member 14 is attached to the vehicle body 74. By this procedure, the upper end portion of the shock absorber 72 is attached to the vehicle body 74 by means of the support bearing 10.The vehicle body 74 is penetrated in the up / down direction by a circular hole in the portion to which the second fastening member 14 is fastened, and the edge of the opening of the circular hole is overlapped with the fastening part 28 of the second fastening member 14.

[0045] Furthermore, a spring support member 90 overlaps the fastening part 28 of the second fastening member 14 from below. The spring support member 90 includes a support part 92 in the shape of a generally annular disc and overlaps the fastening part 28 of the second fastening member 14 from below, and an insertion part 94 extending downward from the inner peripheral end of the support part 92 and having a generally round and tubular shape. The lower surface of the support part 92 and approximately the entire surface of the insertion part 94 are covered by a rubber bearing 96.

[0046] Overlapped with the lower surface of the support part 92 covered by the rubber mount 96 is an upper end portion of a coil spring 98 placed outside the shock absorber 72, so that the upper end portion of the coil spring 98 is supported by the second fixing member 14 via the spring support member 90. The spring support member 90 of the present embodiment is positioned with respect to the second fixing member 14 by being pressed against the fixing part 28 of the second fixing member 14 by the coil spring 98. Moreover, the annular flexible film 50 is radially disposed between the piston rod 76 of the shock absorber 72 and the coil spring 98. With this arrangement, it is possible to adjust the up / down dimension of the flexible film 50 with a large degree of freedom, and a sufficient volume of the auxiliary liquid chamber 64 is achieved.Additionally, sufficient space is ensured to allow for the deformation of the flexible film 50, allowing for sufficient volume changes. The lower end portion of the coil spring 98 is held by, for example, a cylinder of the shock absorber 72, and the coil spring 98 is configured to extend / contract according to the extension / contraction of the shock absorber 72.

[0047] As described above, the first fastening element 12 of the support bearing 10 is attached to the shock absorber 72, while the second fastening element 14 is attached to the vehicle body 74, so that the shock absorber 72 and the vehicle body are connected in a vibration-damped manner by means of the support bearing 10.

[0048] The lower end portion of the shock absorber 72 is attached to a wheel assembly 100 as shown in Fig. 6. The wheel assembly 100 has a structure in which a tire is mounted on a wheel, and the lower end portion of the shock absorber 72 is attached to a knuckle 102 provided on the wheel. Further, a swing arm 104 is attached to the knuckle 102 of the wheel assembly 100, and the swing arm 104 is attached to the vehicle body 74 via a bushing 106 at the end opposite the knuckle 102.

[0049] The bearing bushing 106 is, for example, a fluid-filled tubular vibration-damping device with a structure like that disclosed in Japanese Unexamined Patent Publication No. JP-A-2016-075347, and includes a fluid-filled zone whose interior is filled with an incompressible fluid and a flow hole through which the incompressible fluid flows. Furthermore, the flow hole of the bearing bushing 106 is used to adjust the tuning frequency to match the vibration caused by torque fluctuations during lockup. In the present embodiment, the tuning frequency of the flow hole of the bearing bushing 106 is approximately the same as the tuning frequency of the flow hole 68 of the support bearing 10.

[0050] Furthermore, an axle attached to the steering knuckle 102 is configured to be rotated by a drive shaft 110 extending from a differential of a drive unit 108, so that the wheel assembly 100 is configured to be rotated by the drive shaft 110. The drive unit 108 is elastically connected to the vehicle body 74 by means of an engine mount 112. The specific structure of the engine mount 112 is not particularly limited, and any of various structures known in the art may be used, such as a solid type, a fluid-filled type, an active type that reduces vibrations in a displaced manner by oscillating force from an electromagnetic actuator or the like, and a switching type whose vibration-damping features are switchable by a pneumatic actuator or the like.

[0051] Vibrations caused by torque fluctuations occurring during driveline lockup are transmitted from the drive shaft 110 constituting the driveline to the steering knuckle 102 of the suspension mechanism 70, and are transmitted to the vehicle body 74 via the shock absorber 72 and the swing arm 104.

[0052] Here, the support bearing 10 is located between the shock absorber 72 and the vehicle body 74, and vibrations 74 caused by torque fluctuations during lockup, which are to be transmitted to the vehicle body 74 via the shock absorber 72, are output in the axial direction (up / down direction) via the first fastening member 12 and the second fastening member 14. Then, the vibrations caused by torque fluctuations during lockup, which are to be transmitted from the drive shaft 110 to the vehicle body 74 via the shock absorber 72, are reduced by the vibration damping of the support bearing 10. Specifically, the support bearing 10 is of the fluid-filled type, and the flow orifice 68 is adjusted to a frequency of the vibrations caused by torque fluctuations during lockup.This demonstrates the excellent vibration-damping effect based on the fluid's flow behavior with respect to the vibrations caused by torque fluctuations during lockup. Therefore, the vibrations caused by torque fluctuations during lockup are prevented from being transmitted from the suspension side to the vehicle body 74 via the shock absorber 72, thereby improving vibration damping and reducing noise pollution.

[0053] Furthermore, the support bearing 10 of the present embodiment has a structure in which the primary fluid chamber 62, which causes internal pressure fluctuations during vibration emission, and the auxiliary fluid chamber 64, whose internal pressure is maintained approximately constant by volume changes, are connected to each other via the flow port 68. Therefore, during vibration absorption, fluid flow efficiently occurs through the flow port 68, thereby advantageously exhibiting the vibration-damping effect due to the fluid flow behavior. In particular, since the vibration caused by torque fluctuations during lockup is emitted from the support bearing 10 in the axial direction, internal pressure fluctuations in the primary fluid chamber 62 are efficiently caused.This creates a relative pressure differential between the primary fluid chamber 62 and the auxiliary fluid chamber 64 so that the desired vibration damping effect can be advantageously achieved.

[0054] Meanwhile, the bearing bush 106 is located between the swing arm 104 and the vehicle body 74. Accordingly, the vibrations caused by torque fluctuations during lockup, which are to be transmitted from the drive shaft 110 to the vehicle body 74 via the shock absorber 104, are reduced by the support bearing 106. In particular, since the bearing bush 106 is of the fluid-filled type and the flow opening of the bearing bush 106 is adjusted to a frequency of the vibrations caused by torque fluctuations during lockup, an excellent vibration-damping effect is exhibited with respect to the vibrations caused by torque fluctuations during lockup.Therefore, the vibrations caused by torque fluctuations during lockup are prevented from being transmitted from the suspension side to the vehicle body 74 via the swing arm 104, thereby improving vibration damping and reducing noise pollution.

[0055] In addition, both the flow opening 68 of the support bearing 10 and the flow opening of the bearing bushing 106 are set to a low frequency in the range of 1 to 50 Hz, which is, for example, in the frequency range of the rigid body resonance in the suspension system (rigid body resonance of the shock absorber 72 or rigid body resonance of the swing arm 104). This enables the support bearing 10 and the bearing bushing 106 to achieve a vibration-damping effect in the low frequency range, for which vibration amplification due to the rigid body resonance of the suspension system or the like tends to be a problem.

[0056] Furthermore, now, even if the support bearing 10 and the bearing bush 106 are implemented in an automobile having an engine with three or fewer cylinders in which the frequency of vibrations caused by torque fluctuations during lockup is lower than in an engine with four cylinders or more which is generally used, vibrations caused by torque fluctuations during lockup can be effectively reduced because their flow ports are set to a low frequency.In particular, even if the engine speed is reduced at the time of lockup in addition to reducing the number of cylinders so that the frequency of vibrations caused by torque fluctuations during lockup becomes lower to the frequency range where, for example, the amplification of vibration due to rigid body resonance or the like of the suspension system or the powertrain may be a problem, the deterioration of the vibration condition can be avoided by the vibration-damping effect of the support bearing 10 and the bearing bush 106.

[0057] With regard to vibration absorption due to torque fluctuations during lockup, the support bearing 10 and the bearing bush 106 selectively exhibit either a vibration-damping effect through the mitigating effect based on fluid flow behavior or the vibration-damping effect through the vibration-isolating effect (weak dynamic spring behavior) based on fluid flow behavior, depending on the flow orifice setting. Whether the strong mitigating effect or the vibration-isolating effect is achieved can be selected accordingly based on the resonance frequency of the vibration amplification system, such as the suspension system and the powertrain, the resonance frequency of the vehicle body 74, and the like.For example, in the case where the differential between the resonance frequency of the suspension system, the drive train or the like and the resonance frequency of the vehicle body 74 is small, it is conceivable to select the setting such that the strong mitigating effect reduces the vibration amplification due to the rigid body resonance of the suspension system and the drive train.

[0058] For a four-cycle engine, the frequency of vibrations caused by torque fluctuations during lockup can be easily calculated using the number of engine cylinders and the engine speed during lockup, and in particular, it can be calculated by multiplying the engine speed per second by half the number of engine cylinders. As in Fig. 7, for a two-cylinder engine, the vibration frequency due to torque fluctuations during lockup is 8.3 Hz at an engine speed of 500 rpm during lockup, 16.7 Hz at 1000 rpm, and 25.0 Hz at 1500 rpm. For a three-cylinder engine, the aforementioned frequency is 12.5 Hz at an engine speed of 500 rpm during lockup, 25.0 Hz at 1000 rpm, and 37.5 Hz at 1500 rpm. For a four-cylinder engine, the aforementioned frequency is 20.0 Hz at an engine speed of 500 rpm during lockup, 33.3 Hz at 1000 rpm, and 50.0 Hz at 1500 rpm. For a six-cylinder engine, the aforementioned frequency is 25.0 Hz at an engine speed of 500 rpm. during lockup, 50.0 Hz at 1000 rpm and 75.0 Hz at 1500 rpm.

[0059] In this way, when the number of cylinders is the same, the lower the engine speed during lockup, the lower the frequency of vibration caused by torque fluctuations. Meanwhile, when the engine speed is the same during lockup, the lower the frequency of vibration caused by torque fluctuations during lockup. In the range of 1000 rpm to 1500 rpm, which can be used as the engine speed during lockup to achieve more economical fuel consumption under the current circumstances, is as shown in Fig. As shown in Figure 7, for each of the two-cylinder, three-cylinder, and four-cylinder engines, the frequency of vibration caused by torque fluctuations during lockup and the frequency of the resonance mode of the suspension system and powertrain are close to each other, so that amplification of vibration due to rigid-body resonance of the suspension system or powertrain is likely to occur. Therefore, with respect to an automobile having a two- to four-cylinder engine whose engine speed at lockup is 1000 rpm to 1500 rpm, by adopting the support bearing 10 and the bushing 106 according to the present embodiment, the vibration caused by torque fluctuations during lockup can be effectively reduced.In particular, by applying it to a car with an engine with three or fewer cylinders, it is also possible to set the engine speed even lower during lockup and thus achieve more economical fuel consumption.

[0060] Furthermore, tests and simulations have confirmed that, as in Fig. As shown in Figure 8, with respect to vibrations caused by torque fluctuations during lockup, the degree of vibration transmission via the path from the powertrain to the suspension system is higher, whether it is transmitted via the powertrain system as a path or via other paths, as the number of cylinders of the engine decreases. Therefore, with respect to the suspension mechanism 70 of the automobile having an engine with three or fewer cylinders, by adopting the support bearing 10 and the bushing 106 according to the present embodiment, the vibrations caused by torque fluctuations during lockup can be more effectively reduced.

[0061] Fig. 9 and Fig. 10 shows actual measurement data for an automobile with a three-cylinder engine. Fig. Figure 9 shows the measurement results of the up / down vibrations of the support bearing on the suspension side during acceleration in the lockup state. A number of peaks in the vibration level, which had been considered to be rigid-body resonance of the suspension system or the like, were confirmed within the range where the engine speed during the lockup was 1000 rpm to 2000 rpm. Next, Fig. 10 shows the proportion of vibration transmitted through each path to show which contribution is large for the ground vibrations (up / down vibrations, left / right vibrations, front / back vibrations) in the vehicle body during acceleration in the lockup state. It was confirmed that the contribution of the right and left support bearings was large in the range of 1000 rpm to 2000 rpm. In particular, in the actual measurements in Fig. 10 In the range where the engine speed is approximately 1370 rpm to 1600 rpm, the contribution of the left and right support bearings is high, at approximately 50% to 70%. Thus, it was confirmed that the vibrations caused by torque fluctuations during lockup are transmitted from the vehicle body 74 via the suspension system.

[0062] According to the actual measurements from Fig. 9 and Fig. 10, it was found that, in an automobile with a three-cylinder engine, by using the support bearing 10 according to the present embodiment, it is possible to achieve excellent vibration damping in the case where the engine speed in the lockup state is in the range of 1000 rpm to 2000 rpm. In particular, according to Fig. 10 can be assumed that the use of the support bearing 10 provides an excellent vibration damping effect, especially in the range from 1370 rpm to 1600 rpm. It will be appreciated that the Fig. 9 and Fig. The actual measurements shown in Figure 10 do not apply to all automobiles with a three-cylinder engine, but are used only as an example.

[0063] Furthermore, in the support bearing 10 of the present embodiment, the primary fluid chamber 62 includes the front / rear pair of the expanded portions 36, 36 and the left / right pair of the narrowed portions 38, 38, and the expanded portions 36, 36 are connected to each other in the circumferential direction by the narrowed portions 38, 38 (narrowed passages 69, 69), that is, tunnel-like by the lid member 46.With this arrangement, when the wheel assembly 100 rides over depressions or grooves on the road surface or the like, with respect to the vibration absorption in the support bearing 10 in the direction generally perpendicular to the axis (including the direction inclined with respect to both the axial direction and the axis perpendicular direction) or in the lever direction, a relative internal pressure differential is generated in the front / rear pair of the extended portions 36, 36, thereby allowing fluid to flow through the constricted passages 69, 69 between the extended portions 36, 36. As a result, the support bearing 10 will exhibit the vibration-damping effect based on the flow behavior of the fluid and will be able to achieve excellent vibration damping even with respect to the vibration emitted by the wheel assembly 100 in contact with the road surface.

[0064] In particular, the vibration emitted by the wheel assembly 100 in contact with the road surface when driving over depressions or grooves in the road surface has a higher frequency than the vibration caused by torque fluctuations during lockup. Thus, the flow opening 68, which is tuned to accommodate the vibration caused by torque fluctuations during lockup, becomes clogged primarily due to anti-resonance. On the other hand, the resonant frequency of the flowing fluid with the constricted passages 69, 69 is set to a higher frequency than the tuning frequency of the flow opening 68 and is tuned to the vibration emitted by the road surface. Thus, the desired vibration-damping effect can be efficiently achieved.

[0065] An embodiment of the present invention is described in detail above, but the present invention is not limited to these specific descriptions. For example, while the previous embodiment illustrated the support bearing 10 with a structure in which the vehicle body 71 is fixed to the second fastening member 14 with bolts, it is also possible to use the structure in which, for example, the vehicle body is overlapped with the second fastening member from above without being fixed thereto.

[0066] Moreover, in the previous embodiment, the structure was illustrated in which the primary fluid chamber 62 includes the front / rear pair of expanded portions 36, 36 and the left / right pair of narrowed portions 38, 38, and a fluid flow takes place through the narrowed portions 38, 38 between the expanded portions 36, 36, so as to exhibit the vibration-damping effect based on the fluid flow behavior. However, such expanded portions 36, 36 and the narrowed portions 38, 38 are not essential. In particular, in a Fig. 11, a circular recess formed in the elastic rubber main body 16 has a cross-sectional shape that is generally constant around the entire circumference. Accordingly, a primary fluid chamber 124 formed by the lower opening of the circular recess 122 covered by the cover member 46 has a cross-sectional shape that is generally constant around the entire circumference. In such a support bearing 120, as in the previous embodiment, with respect to the vibrations caused by torque fluctuations during lockup, the vibration-damping effect is also achieved based on the resonance effect or the like of the fluid flowing through the flow opening 68 between the primary fluid chamber 124 and the auxiliary fluid chamber 64. Although the circular recess 122 in Fig. 11 has a cross-sectional shape equivalent to that of the extended portion 36 in the previous embodiment, no particular limitation is required regarding the shapes of the circular recess and thus the primary liquid chamber. Furthermore, the primary liquid chamber and the auxiliary liquid chamber need not have a continuous annular shape around the entire circumference, but may be C-shaped and extend just once around the circumference, or the like.

[0067] The previous embodiment illustrated the two-way type support bearing 10 in which the vibration from the drive train is substantially emitted from the shock absorber 72. However, for example, the present invention may preferably be applied to a one-way type structure such as a Fig. 12 in the state mounted on a vehicle, in which the vibration is emitted by both the shock absorber 72 and the coil spring 98. In the following description of the Fig. 12, components and parts that are substantially identical to those of the support bearing 10 in the previous embodiment are designated by the same reference numerals and will not be described in detail, as is the case with the support bearing 130 shown in Fig. 11 support bearings 120 shown.

[0068] As in Fig. 12, similarly to the first embodiment, in the support bearing 130, the first fastening member 12 is attached to the piston rod 76 of the shock absorber 72, while a spring support link 132 for holding the upper end portion of the coil spring 98 is attached to the first fastening member 12.

[0069] Furthermore, the spring support joint 132 includes a tubular inner peripheral portion 134, and the tubular inner peripheral portion 134 is attached to the first fastening member 12 by means of an annular bearing 136 inserted into the inner tubular member 18. By doing this, when a rotational moment in the circumferential direction acts on an annular plate-like peripheral portion 138 for supporting the coil spring 98, the spring support joint 132 can rotate relative to the first fastening member 12, thereby avoiding the receipt of torsional forces in the circumferential direction with respect to the elastic rubber main body 16. This will improve the durability of the elastic rubber main body 16.

[0070] In the bearing 136, an upper part 140 is fixed to the first fastening member 12, while a lower part 142 is rotatably mounted relative to the upper part 140 via a spherical rolling element 144, so that the lower part 142 is rotatable in the circumferential direction with respect to the first fastening member 12. In addition, the upper part 140 and the lower part 142 are relatively positioned in the up / down direction by a thin-walled connecting member 146 fitted thereon from the outside, and they are held so that they cannot be separated in the up / down direction. The inner peripheral portion 134 of the spring support connecting piece 132 is fixed to the lower part 142 of the bearing 136.

[0071] For the support bearing 130 with the Fig.12, the vibrations transmitted through the powertrain due to torque fluctuations during lockup are dissipated in the up-down direction not only through the shock absorber 72 but also through the coil spring 98. Therefore, the support mount 130, like the support mount 10 of the first embodiment, exhibits the vibration-damping effect based on fluid flow. Accordingly, the vibration transmitted to the vehicle body 74 via the shock absorber 72 and the coil spring 98 is reduced, thereby achieving good ride comfort or the like. As can be understood from this, the application range of the support mount according to the present invention is not limited to the structure in which all vibrations during lockup of the automobile are transmitted from the vehicle powertrain to the vehicle body via the shock absorber.

[0072] Furthermore, in the previous embodiment, the fluid-filled type bushing 106 was used, and the structure was illustrated in which the tuning frequency of the flow opening of the bushing 106 was adjusted to the frequency of the vibration caused by torque fluctuations during lockup. However, it would also be acceptable, for example, to adjust the flow opening of the bushing to the vibration emitted from the road surface, or to use a solid bushing such as the one disclosed in Japanese Unexamined Patent Publication No. JP-A-2014-145410 or the like as the bushing. REFERENCE SYMBOL

[0073] 10, 120: Support bearing, 12: First fastening element, 14: Second fastening element, 16: Elastic rubber main body, 36: Expanded section, 38: Constricted section, 50: Flexible film, 60: Fluid-filled zone, 62, 124: Primary fluid chamber, 64: Auxiliary fluid chamber, 68: Flow opening, 69: Constricted passage, 70: Suspension mechanism, 72: Shock absorber, 74: Vehicle body, 98: Coil spring, 100: Wheel assembly, 104: Swing arm, 106: Bearing bushing

Claims

[1] Support bearing (10, 120, 130), comprising: a first fastening element (12) configured to be attached to a shock absorber (72); a second fastening element (14) configured for attachment to a vehicle body (74); an elastic rubber main body (16) elastically connecting the first and second fastening elements (12, 14) to each other; and a fluid-filled zone (60) whose interior is filled with a non-compressible fluid so that a vibration-damping effect is achieved based on a flow behavior of the fluid, the support bearing being characterized in that: a flow opening (68) is provided through which the liquid in the liquid-filled zone (60) is caused to flow; a tuning frequency of the flow opening (68) is set to a frequency of a vibration transmitted from the drive train of the automobile to the vehicle body (74) via the shock absorber (72) during lockup of an automobile, and wherein the support bearing (10, 120, 130) is configured such that the vibration to be transmitted from the drive train of the automobile to the vehicle body (74) through the shock absorber (72) during lockup of the automobile is transmitted via the first fastening element (12) and the second fastening element (14) in a generally axial direction, while a vibration caused by the road surface, which is to be transmitted from a wheel assembly (100) in contact with a road surface to the vehicle body (74) through the shock absorber (72), is also transmitted via the first fastening element (12) and the second fastening element (14) either in a direction generally perpendicular to the axis or a lever direction,and a resonance frequency of the liquid with respect to the vibration pickup either in the direction generally perpendicular to the axis or in the lever direction is set to a higher frequency than the tuning frequency of the flow opening (68). [2] Support bearing (10, 120, 130) according to claim 1, wherein the tuning frequency of the flow opening (68) is set to not more than 50 Hz. [3] Support bearing (10, 120, 130) according to claim 1 or 2, wherein the liquid-filled zone (60) includes a primary liquid chamber (62, 124) whose wall part is partially defined by the elastic rubber main body (16), and an additional liquid chamber (64) whose wall part is partially defined by a flexible film (50), and wherein the primary liquid chamber (62, 124) and the additional liquid chamber (64) are connected to each other by the flow opening (68). [4] Support bearing (10, 120, 130) according to claim 3, wherein the flexible film (50) has an annular shape so that the flexible film (50) can be arranged perpendicular to the axis between the shock absorber (72) and a coil spring (98) placed outside the shock absorber (72). [5] Support bearing (10, 130) according to claim 1, wherein the liquid-filled zone (60) includes a primary liquid chamber (62), the wall part of which is partially defined by the elastic rubber main body (16), and an additional liquid chamber (64), the wall part of which is partially defined by a flexible film (50), and wherein the primary liquid chamber (62) and the additional liquid chamber (64) are connected to one another by the flow opening (68), the primary fluid chamber (62) includes, on its opposite sides in a direction perpendicular to the axis, respectively enlarged regions (36) and narrowed regions (38) interconnecting the enlarged regions (36) in a circumferential direction, and wherein the narrowed regions (38) are configured to permit fluid flow between the enlarged regions (36) due to vibration delivered either in the direction generally perpendicular to the axis or in the lever direction, and the resonance frequency of the liquid flowing through the constricted regions (38) is set to a higher frequency than the tuning frequency of the flow opening (68). [6] The support bearing (10, 120, 130) according to any one of claims 1-5, wherein the support bearing (10, 120, 130) is configured for installation between the shock absorber (72) and the vehicle body (74) of the automobile including an engine with three cylinders or less. [7] Suspension mechanism (70) comprising: a shock absorber (72) and a swing arm (104) configured to connect a vehicle body (74) and a wheel assembly (100); a support bearing (10, 120, 130) configured to be inserted between the vehicle body (74) and the shock absorber (72); and a bearing bushing (106) configured to be inserted between the vehicle body (74) and the swing arm (104), the suspension mechanism being characterized in that: the support bearing (10, 120, 130) according to any one of claims 1-6 is used as the support bearing; the bearing bush (106) includes a fluid-filled zone (60) whose interior is filled with a non-compressible fluid, and a flow opening (68) through which the fluid in the fluid-filled zone (60) is caused to flow; and a tuning frequency of the flow opening (68) is set to a frequency of a vibration transmitted from the drive train of the automobile to the vehicle body (74) via the shock absorber (104) during lockup of an automobile.

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