JP2007015653A - Control device of active type vibration control support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To precisely estimate a vibration state of an engine performing a cylinder deactivation operation having one cycle combining one time cylinder deactivation period and two times combustion period. <P>SOLUTION: When reading the vibration state of the engine performing the cylinder deactivation operation having one cycle combining one time cylinder deactivation period and two times combustion period, the peak value p2 and the bottom value b2 of the vibration state in one cycle can be surely grasped, and the vibration control performance of the active type vibration control support device can be improved by accurately estimating the vibration state of the engine, since the starting time is set to be the starting time (a second pattern) of the cylinder deactivation period. When tentatively a first pattern is employed, two peak values p1, p2 can not be precisely discriminated, and when a third pattern is employed, two bottom values b1, b2 can not be precisely discriminated. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  According to the present invention, an engine that performs cylinder deactivation operation in which one cycle is a combination of one cylinder deactivation period and two combustion periods is supported on the vehicle body via an active vibration isolation support device, and the control means is active type anti-vibration. The present invention relates to a control device for an active vibration isolating support device that suppresses vibration transmission from an engine to a vehicle body by controlling an actuator of the vibration support device according to the vibration state of the engine.

When the vibration state of the engine is estimated from the angular acceleration of the crankshaft of the engine, and the operation of the actuator of the active vibration isolation support device is controlled based on the vibration state, the phase of the engine is large and phase estimation is easy The actuator is controlled based on the estimated engine vibration phase (when the cylinder is in idle mode). Conversely, if the engine vibration is small and phase estimation is difficult (during all cylinder operation), a preset engine A device that controls the operation of an actuator based on the phase of vibration is known from Patent Document 1 below.
JP 2003-113892 A

  By the way, in a V-type 6-cylinder engine, a cylinder resting operation state in which one side bank is deactivated and operated as an in-line three-cylinder engine, and a cylinder resting operation in which each cylinder in both banks is deactivated and operated as a V-type four-cylinder engine. Some can be switched between states.

  However, when one cylinder in both banks of the V-type 6-cylinder engine is deactivated and used as a V-type 4-cylinder engine, the explosion state of the cylinder is different from that of the original V-type 4-cylinder engine, so that the vibration state also occurs. Come different. That is, in the original V-type 4-cylinder engine, four cylinders explode at equal intervals, whereas in the virtual V-type 4-cylinder engine in which the V-type 6-cylinder engine is deactivated, the four cylinders excluding the deactivated cylinder are excluded. Since the cylinder explosion interval is not constant, the estimated vibration state of the engine may differ depending on how one cycle of vibration is taken, as will be described later in detail in the embodiment.

  The present invention has been made in view of the above-described circumstances, and makes it possible to accurately estimate the vibration state of an engine that performs cylinder deactivation operation in which one cycle is a combination of one cylinder deactivation period and two combustion periods. For the purpose.

  In order to achieve the above object, according to the first aspect of the present invention, an engine that performs cylinder deactivation operation in which one cycle is a combination of one cylinder deactivation period and two combustion periods is active vibration isolation. Of the active vibration isolating support device that suppresses vibration transmission from the engine to the vehicle body by controlling the actuator of the active vibration isolating support device according to the vibration state of the engine. A control device, wherein the control means sets a start time of one cycle for reading an engine vibration state during a cylinder deactivation operation at the start of the cylinder deactivation period. A control device is proposed.

  According to the second aspect of the present invention, an engine that performs cylinder deactivation operation in which one cycle is a combination of one cylinder deactivation period and two combustion periods is applied to the vehicle body via the active vibration isolation support device. A control device for the active vibration isolating support device that suppresses vibration transmission from the engine to the vehicle body by controlling the actuator of the active vibration isolating support device in accordance with the vibration state of the engine. The control means calculates the engine vibration state by filtering the crank angular speed based on the crankshaft rotation fluctuation using a differential filter, and reads the vibration state of the engine during the cylinder deactivation operation. A control device for an active vibration isolating support device is proposed, which is set at the start of the next combustion period. The electronic control unit U of the embodiment corresponds to the control means of the present invention.

  According to the configuration of the first aspect, when the vibration state of one cycle of the engine performing the cylinder deactivation operation in which one cycle is a combination of one cylinder deactivation period and two combustion periods is read, Since it is set at the start of the cylinder deactivation period, the peak value and bottom value of the vibration state in the one cycle are surely grasped, and the vibration state of the engine is accurately estimated to improve the vibration isolation performance of the active vibration isolation support device. be able to.

  According to the second aspect of the present invention, in addition to the effect of the first aspect, the crank angular speed based on the crankshaft rotational fluctuation is filtered by the differential filter to calculate the engine vibration state, thereby eliminating the influence of noise. be able to. The vibration waveform of the engine deviates 90 degrees before in the filter calculation by the differential filter, but the start time of one cycle for reading the vibration state of the engine during the cylinder deactivation operation is set at the start of the combustion period next to the cylinder deactivation period. So there is no problem.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

  1 to 8 show an embodiment of the present invention. FIG. 1 is a longitudinal sectional view of an active vibration isolating support device, FIG. 2 is an enlarged view of a part 2 in FIG. 1, and FIG. FIG. 4 is a diagram illustrating a reading period, a calculation period, and a control period during V6 all-cylinder operation, FIG. 5 is a flowchart illustrating a control method of the active vibration isolating support device, and FIG. Is a time chart explaining the operation of the V4 idle cylinder operation, FIG. 7 is a time chart explaining the operation at the time of transition from the L3 idle cylinder operation to the V4 idle cylinder operation, and FIG. 8 is from the V6 all cylinder operation to the V4 idle cylinder operation. It is a time chart explaining the effect | action at the time of transfer.

  As shown in FIGS. 1 and 2, an active anti-vibration support device M (active control mount) used for elastically supporting an automobile engine on a body frame is substantially axisymmetric with respect to an axis L. A substantially cup-shaped actuator case having an open upper surface between a flange portion 11a at the lower end of the substantially cylindrical upper housing 11 and a flange portion 12a at the upper end of the generally cylindrical lower housing 12. The outer peripheral flange portion 13a, the outer peripheral portion of the annular first elastic body support ring 14, and the outer peripheral portion of the annular second elastic body support ring 15 are overlapped and joined by caulking. At this time, the annular first floating rubber 16 is interposed between the flange portion 12a of the lower housing 12 and the flange portion 13a of the actuator case 13, and the upper portion of the actuator case 13 and the inner surface of the second elastic body support member 15 By interposing the annular second floating rubber 17 therebetween, the actuator case 13 is floatingly supported so as to be movable relative to the upper housing 11 and the lower housing 12.

  The lower end and the upper end of the first elastic body 19 formed of thick rubber are joined to the first elastic body support ring 14 and the first elastic body support boss 18 disposed on the axis L by vulcanization adhesion. Is done. A diaphragm support boss 20 is fixed to the upper surface of the first elastic body support boss 18 with bolts 21, and the outer peripheral portion of the diaphragm 22, which is joined to the diaphragm support boss 20 by vulcanization adhesion, is added to the upper housing 11. Joined by sulfur adhesion. An engine mounting portion 20a integrally formed on the upper surface of the diaphragm support boss 20 is fixed to the engine. A vehicle body attachment portion 12b at the lower end of the lower housing 12 is fixed to the vehicle body frame.

  A flange portion 23a at the lower end of the stopper member 23 is coupled to the flange portion 11b at the upper end of the upper housing 11 by bolts 24 ... and nuts 25 ..., and a diaphragm support boss 20 is attached to a stopper rubber 26 attached to the upper inner surface of the stopper member 23. The engine mounting portion 20a that protrudes from the upper surface of the upper and lower surfaces faces each other so as to be capable of contacting. When a large load is input to the active vibration isolating support device M, the engine mounting portion 20a abuts against the stopper rubber 26, thereby suppressing excessive displacement of the engine.

  The outer peripheral portion of the second elastic body 27 formed of a film-like rubber is joined to the second elastic body support ring 15 by vulcanization adhesion, and the movable member 28 is added so as to be embedded in the central portion of the second elastic body 27. Joined by sulfur adhesion. A disk-shaped partition wall member 29 is fixed between the upper surface of the second elastic body support ring 15 and the outer periphery of the first elastic body 19, and the first partition partitioned by the partition wall member 29 and the first elastic body 19. The liquid chamber 30 and the second liquid chamber 31 partitioned by the partition member 29 and the second elastic body 27 communicate with each other through a communication hole 29 a formed at the center of the partition member 29.

  An annular communication path 32 is formed between the first elastic body support ring 14 and the upper housing 11, and one end of the communication path 32 communicates with the first liquid chamber 30 through the communication hole 33. The other end communicates with the third liquid chamber 35 defined by the first elastic body 19 and the diaphragm 22 through the communication hole 34.

  Next, the structure of the actuator 41 that drives the movable member 28 will be described.

  The fixed core 42, the coil assembly 43, and the yoke 44 are sequentially attached to the inside of the actuator case 13 from the bottom to the top. The coil assembly 43 includes a cylindrical coil 46 and a coil cover 47 that covers the outer periphery of the coil 46. The coil cover 47 is integrally formed with a connector 48 that extends through the openings 13b and 12c formed in the actuator case 13 and the lower housing 12 and extends to the outside.

  A seal member 49 is disposed between the upper surface of the coil cover 47 and the lower surface of the yoke 44, and a seal member 50 is disposed between the lower surface of the coil cover 47 and the upper surface of the actuator case 13. These seal members 49 and 50 can prevent water and dust from entering the internal space 61 of the actuator 41 from the openings 13 b and 12 c formed in the actuator case 13 and the lower housing 12.

  A thin cylindrical bearing member 51 is slidably fitted to the inner peripheral surface of the cylindrical portion 44a of the yoke 44, and an upper flange 51a bent radially inward is formed at the upper end of the bearing member 51. A lower flange 51b that is bent radially outward is formed at the lower end. A set spring 52 is disposed in a compressed state between the lower flange 51b and the lower end of the cylindrical portion 44a of the yoke 44. The elastic force of the set spring 52 causes the lower flange 51b to be fixed to the fixed core 42 via the elastic body 53. The bearing member 51 is supported by the yoke 44 by being pressed against the upper surface of the yoke 44.

  A substantially cylindrical movable core 54 is fitted to the inner peripheral surface of the bearing member 51 so as to be slidable up and down. A rod 55 extending downward from the center of the movable member 28 penetrates the center of the movable core 54 loosely, and a nut 56 is fastened to the lower end thereof. A set spring 58 in a compressed state is disposed between a spring seat 57 provided on the upper surface of the movable core 54 and the lower surface of the movable member 28, and the movable core 54 is pressed against the nut 56 by the elastic force of the set spring 58. Fixed. In this state, the lower surface of the movable core 54 and the upper surface of the fixed core 42 face each other via the conical air gap g. The rod 55 and the nut 56 are loosely fitted in an opening 42 a formed at the center of the fixed core 42, and the opening 42 a is closed by a plug 60 through a seal member 59.

  An electronic control unit U, to which a crank pulse sensor Sa that detects a crank pulse that is output as the crankshaft of the engine rotates and a TDC pulse sensor Sb that detects a TDC pulse of each cylinder, is connected to an active vibration isolator. The energization of the actuator 41 of the support device M is controlled. In the engine of this embodiment, the crank pulse is output 24 times per crankshaft rotation, that is, once every 15 ° of the crank angle, and the TDC pulse is output 6 times per crankshaft rotation, that is, 120 times the crank angle. Output once per degree.

  As shown in FIG. 3, the engine is a V-type 6-cylinder engine, and # 1 cylinder, # 2 cylinder and # 3 cylinder are arranged in the first bank, and # 4 cylinder, # 5 cylinder and # 3 are arranged in the second bank. Six cylinders are arranged. The engine includes all cylinder operation (hereinafter referred to as V6 all cylinder operation) in which the cylinders # 1 to # 6 are exploded in the order of # 1, # 4, # 2, # 5, # 3, and # 6. Idle cylinder operation (hereinafter referred to as L3 idle cylinder operation), and idle cylinder operation in which the # 3 cylinder in the first bank and the # 4 cylinder in the second bank are deactivated. (Hereinafter referred to as V4 idle cylinder operation) can be switched according to the engine load state. The explosion order in the L3 idle cylinder operation is # 1 → # 2 → # 3, and the explosion order in the V4 cylinder idle operation is # 1 → # 4 (closed cylinder) → # 2 → # 5 → # 3 (closed cylinder) → # 6.

  In the V6 all-cylinder operation, the # 1 cylinder to the # 6 cylinder explode once at equal intervals while the crankshaft rotates twice, so the vibration state of the engine is the third vibration (three cycles per one rotation of the crankshaft). Vibration), and one period of vibration is 120 °.

  In L3 idle cylinder operation, the # 4 cylinder, # 5 cylinder and # 6 cylinder of the second bank explode once at equal intervals while the crankshaft rotates twice, so the engine vibration state is 1.5th order vibration. (1.5 cycles of vibration per crankshaft rotation), and one cycle of vibration is 240 °.

  In V4 idle cylinder operation, one idle cylinder period with a crank angle of 120 ° and two explosion periods with a crank angle of 120 ° constitute a cycle of vibration, so the engine vibration state is the primary vibration (crank Vibration of one cycle per one rotation of the shaft), and one cycle of vibration is 360 °. Therefore, in the V4 idle cylinder operation, the following first pattern to third pattern exist as one cycle. “Explosion” means explosion, and “Rest” means pause.

First pattern: “explosion” → “off” → “explosion”
2nd pattern: “Rest” → “Explosion” → “Explosion”
Third pattern: “explosion” → “explosion” → “rest”
As shown in FIG. 4, the control of the active vibration isolating support apparatus M reads the vibration state of the engine in one cycle (reading period), and the active vibration isolation support apparatus M in the next cycle (calculation period). The control current of the actuator 41 is calculated, and the control current is output in the next one cycle (control period) to operate the actuator 41 of the active vibration isolating support device M. The operation of the active vibration isolating support device M is controlled based on the vibration state of one cycle last time.

  Next, the operation of the active vibration isolating support apparatus M having the above configuration will be described.

  When low-frequency engine shake vibration is generated while the vehicle is running, the first elastic body 19 is deformed by a load input from the engine via the diaphragm support boss 20 and the first elastic body support boss 18, and the first liquid When the volume of the chamber 30 changes, the liquid goes back and forth between the first liquid chamber 30 and the third liquid chamber 35 connected via the communication path 32. When the volume of the first liquid chamber 30 is enlarged / reduced, the volume of the third liquid chamber 35 is reduced / expanded accordingly, but the volume change of the third liquid chamber 35 is absorbed by the elastic deformation of the diaphragm 22. At this time, the shape and size of the communication path 32 and the spring constant of the first elastic body 19 are set so as to exhibit a low spring constant and a high damping force in the frequency region of the engine shake vibration. The vibration transmitted to can be effectively reduced.

  In the frequency region of the engine shake vibration, the actuator 41 is kept in an inoperative state.

  When vibration having a higher frequency than the engine shake vibration, that is, vibration during idling or vibration during cylinder deactivation caused by rotation of the crankshaft of the engine occurs, the first liquid chamber 30 and the third liquid chamber 35 are connected. Since the liquid in the communication path 32 is in a stick state and cannot exhibit the anti-vibration function, the actuator 41 is driven to exhibit the anti-vibration function.

  In order to operate the actuator 41 of the active vibration isolating support device M to exhibit the anti-vibration function, the electronic control unit U determines the active vibration isolation support device M based on the signals from the crank pulse sensor Sa and the TDC pulse sensor Sb. The energization to the coil 46 of the actuator 41 is controlled.

  Next, the control of the active vibration isolating support apparatus M will be specifically described.

In the flowchart of FIG. 5, first, in step S1, the crank pulse output from the crank pulse sensor Sa every 15 ° of the crank angle is read, and the TDC pulse output every 120 ° of the crank angle is read from the TDC pulse sensor Sb. In Step S2, the crank pulse time interval is calculated by comparing the read crank pulse with a reference TDC pulse. In the next step S3, the crank angular velocity ω is calculated by dividing the crank angle of 15 ° by the time interval of the crank pulse, and in step S4, the crank angular velocity ω is time differentiated to calculate the crank angular acceleration dω / dt. In the following step S5, the torque Tq around the engine crankshaft 62 is set as I, and the moment of inertia around the engine crankshaft 62 is set as I.
Tq = I × dω / dt
Calculate by This torque Tq is zero assuming that the crankshaft is rotating at a constant angular velocity ω, but in the expansion stroke, the angular velocity ω increases due to acceleration of the piston, and in the compression stroke, the angular velocity ω decreases due to deceleration of the piston. Since crank angular acceleration dω / dt is generated, torque Tq proportional to the crank angular acceleration dω / dt is generated.

  In the next step S6, the maximum value and the minimum value (corresponding to the peak value P and the bottom value B in FIG. 6) of the temporally adjacent torque are determined. In step S7, the deviation between the maximum value and the minimum value of the torque, The amplitude at the position of the active vibration isolating support device M that supports the engine is calculated as the amount of variation. In step S8, the duty waveform of the current applied to the coil 46 of the actuator 41 is determined, and the output timing of the current duty is determined by comparing the bottom position of the amplitude with the TDC pulse.

  As a result, the active vibration-proof support device M exhibits a vibration-proof function as follows.

  That is, when the engine moves downward with respect to the vehicle body frame and the first elastic body 19 is deformed downward and the volume of the first liquid chamber 30 is reduced, the coil 46 of the actuator 41 is excited in accordance with the timing. The movable core 54 moves downward toward the fixed core 42 by the suction force generated in the air gap g, and is pulled by the movable member 28 connected to the movable core 54 via the rod 55, so that the second elastic body 27 is moved. Deforms downward. As a result, since the volume of the second liquid chamber 31 increases, the liquid in the first liquid chamber 30 compressed by the load from the engine passes through the communication hole 29a of the partition wall member 29 and flows into the second liquid chamber 31. The load transmitted from the engine to the vehicle body frame can be reduced.

  Subsequently, when the engine moves upward with respect to the vehicle body frame and the first elastic body 19 is deformed upward to increase the volume of the first liquid chamber 30, the coil 46 of the actuator 41 is demagnetized in accordance with the timing. Since the attracting force generated in the air gap g disappears and the movable core 54 can move freely, the second elastic body 27 deformed downward is restored upward by its own elastic restoring force. As a result, since the volume of the second liquid chamber 31 decreases, the liquid in the second liquid chamber 31 passes through the communication hole 29a of the partition wall member 29 and flows into the first liquid chamber 30, and the engine is in contact with the vehicle body frame. It can be allowed to move upward.

  By the way, in the V6 all-cylinder operation and the L3 idle cylinder operation, the explosion interval of the cylinder is constant. Therefore, the start timing of the reading period for reading the vibration state of the engine may be made coincident with the start timing of the explosion period of all the cylinders. .

  On the other hand, as shown in FIG. 6, when the reading period of the first pattern (“explosion” → “off” → “explosion”) is employed in the V4 idle cylinder operation, two peak values p1, p1 of the engine vibration waveform are adopted. Since p1 appears in the vicinity of the beginning and end of the reading period, it cannot be determined which of the peak values is true, and the vibration state of the engine cannot be accurately detected. Similarly, if the reading period of the third pattern (“explosion” → “explosion” → “rest”) is adopted, two bottom values b1 and b1 of the engine vibration waveform appear near the beginning and end of the reading period. , It is impossible to determine which is the true bottom value, and the vibration state of the engine cannot be accurately detected.

  On the other hand, when the reading period of the second pattern (“rest” → “explosion” → “explosion”) is adopted, one peak value p2 and one bottom value b2 of the vibration waveform of the engine are in the middle of the reading period. Therefore, it is possible to accurately detect the vibration state of the engine by reading the true amplitude from the true peak value p1 and the true bottom value b2.

  FIG. 7 shows the control at the time of switching from the L3 idle cylinder operation to the V4 idle cylinder operation. When a switching signal from the L3 idle cylinder operation to the V4 idle cylinder operation is inputted at the t1 position, The position t2, which is the start of the rest period of the first # 3 cylinder (or # 4 cylinder), is adopted as the start of one cycle of the V4 cylinder rest operation. As a result, the reading period of the V4 idle cylinder operation becomes the reading period of the second pattern (“rest” → “explosion” → “explosion”), and the true peak value p1 and the true bottom value of the engine vibration waveform are set to b1. By reading, the vibration state of the engine can be accurately detected.

  In addition, after the switching signal from the L3 closed cylinder operation to the V4 closed cylinder operation is input at the position t1, the control for the V4 closed cylinder operation is actually performed in the control period after the reading period and the calculation period of the V4 closed cylinder operation. Until the start time (t3 position), the active vibration-proof support device M is controlled in a transition period from the L3 cylinder-closed operation to the V4 cylinder-closed operation. Any method can be adopted for the control in the transition period.

  FIG. 8 shows the control at the time of switching from the V6 all-cylinder operation to the V4 idle cylinder operation. When the switching signal from the V6 all cylinder operation to the V4 idle cylinder operation is inputted at the position t1, The position t2, which is the start of the rest period of the first # 3 cylinder (or # 4 cylinder), is adopted as the start of one cycle of the V4 cylinder rest operation. As a result, the reading period of the V4 cylinder resting operation becomes the reading period of the second pattern (“rest” → “explosion” → “explosion”), and the true peak value p1 and the true bottom value b1 of the vibration waveform of the engine are obtained. By reading, the vibration state of the engine can be accurately detected.

  In addition, after the switching signal from the V6 all cylinder operation to the V4 cylinder idle operation is inputted at the position t1, the control for the V4 cylinder idle operation is actually performed in the control period after the reading period and the calculation period of the V4 cylinder idle operation. Until the start time (t3 position), the active vibration isolating support device M is controlled in a transition period from the V6 all-cylinder operation to the V4 idle cylinder operation. Any method can be adopted for the control in the transition period.

  Although the embodiments of the present invention have been described above, various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, the # 3 cylinder and the # 4 cylinder are deactivated during the V4 cylinder deactivation operation, but the deactivated cylinders are not limited to the # 3 cylinder and the # 4 cylinder.

Longitudinal section of active vibration isolator 2 enlarged view of FIG. The figure which shows the cylinder number and explosion order of V type 6 cylinder engine The figure which shows the reading period at the time of V6 all cylinder operation, a calculation period, and a control period Flowchart explaining control method of active vibration isolating support device Time chart explaining the effect of V4 cylinder-free operation Time chart explaining the action when shifting from L3 idle cylinder operation to V4 idle cylinder operation Time chart explaining the action at the time of transition from V6 all cylinder operation to V4 idle cylinder operation

Explanation of symbols

M Active anti-vibration support device U Electronic control unit (control means)
41 Actuator

Claims (2)

An engine that performs cylinder deactivation operation consisting of a combination of one cylinder deactivation period and two combustion periods per cycle is supported on the vehicle body via an active vibration isolation support device (M), and the control means (U) is active. A control device for an active anti-vibration support device that suppresses vibration transmission from the engine to the vehicle body by controlling the actuator (41) of the anti-vibration support device (M) according to the vibration state of the engine,
The control device for an active vibration isolating support apparatus, wherein the control means (U) sets a start time of one cycle for reading a vibration state of the engine during a cylinder deactivation operation at the start of the cylinder deactivation period. An engine that performs cylinder deactivation operation consisting of a combination of one cylinder deactivation period and two combustion periods per cycle is supported on the vehicle body via an active vibration isolation support device (M), and the control means (U) is active. A control device for an active anti-vibration support device that suppresses vibration transmission from the engine to the vehicle body by controlling the actuator (41) of the anti-vibration support device (M) according to the vibration state of the engine,
The control means (U) calculates the engine vibration state by filtering the crank angular speed based on the crankshaft rotation fluctuation with a differential filter, and reads the vibration state of the engine during the cylinder deactivation operation. A control device for an active vibration isolating support device, which is set at the start of a combustion period next to the cylinder deactivation period.

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