GB2242762A

GB2242762A - Automotive power unit mounting with vibration damping

Info

Publication number: GB2242762A
Application number: GB9101188A
Authority: GB
Inventors: Kazuhiro Doi; Hirofumi Aoki; Shigeki Sato; Yoshiharu Nakaji; Tsutomu Hamabe
Original assignee: Nissan Motor Co Ltd
Current assignee: Nissan Motor Co Ltd
Priority date: 1990-01-18
Filing date: 1991-01-18
Publication date: 1991-10-09
Anticipated expiration: 2011-01-18
Also published as: FR2657050A1; JP2535427B2; GB9101188D0; DE4101405C2; GB2242762B; DE4101405A1; JPH03213428A

Abstract

A control system, particularly for a vehicle engine mounting, includes a detector for sensing vibration at a point on the vehicle chassis, at least one engine mount whose vibration damping characteristic is selectively variable and means to generate from the sensed vibration a signal to control said variable mount so as to reduce the sensed vibration. The vibration detector is mounted on the vehicle chassis adjacent the driver's seat and a further detector may be provided adjacent the passenger seat or on the variable mount. The variable mount may comprise an inner shaft (12, Fig. 3), an outer tubular member (14) and an elastomeric body (16) having electrorheopectic fluid filled electrode orifice arrangements (28, 30) each having a pair of electrode plates (32a, 32b; 34a, 34b). The viscosity of the fluid and hence the resonant frequency of the mount is varied by the voltage applied across the electrodes. <IMAGE>

Description

-.1 -

AUTOMOTIVE POWER UNIT MOUNTING SYSTEM BACKGROUND OF THE INVENTION

Field of the Invention

The present invention relates generally to a mounting arrangement for an automotive power unit and more specifically to such a mounting arrangement which utilizes electrorheopectic fluid filled bushes and which features control by a remotely mounted vibration sensor or sensors.

Description of the Prior Art

J1)-A-60-104828 discloses a previously proposed engine mount which includes a main working chamber the volume of which varies with the distortion of an elastomeric member which defines a part of the same and which acts as a spring. The main working chamber communicates with a variable volume auxiliary chamber via a orifice passage. The main and auxiliary chambers are filled with an ERF and the orifice passage lined with electrodes via which the viscosity of the ERF contained therein can be controlled.

A similar type of arrangement is disclosed in USP 4,928,935 issued on May 29, 1990 in the name of Matsui. This type of arrangement has striven to provide relatively long orifice passages between the working chamber and an expansion chamber in which the slugs of ERF can be induced to undergo resonance in the absence of any voltage impression on the electrodes disposed therein, and in response to vibration such as generated during engine idling. This measure allows the dynamic spring constant of the mount to be reduced in a manner which enables the transmission of vibration from the power unit to the vehicle chassis to be greatly attenuated. By selectively impressing a voltage on the electrodes disposed in the above mentioned "long" orifice passages it is possible to vary the dynamic spring constant of the mount in manner which enables different frequency vibrations to be damped.

While the above described devices have proven relatively effective, an automotive power unit is inevitably supported by a plurality of mounts and it is not always possible to effective damp the transmission of engine vibration to the vehicle chassis simply by varying the dynamic spring constant in accordance with a parameter indicative of the frequency of the vibration which is being produced by the engine.

SUMMARY OF THE INVENTION

As will be appreciated, some engine mounts will be exposed to engine rolling while others are exposed to different forms of vibrational movement.

In other words each of the plurality of mounts which are used to suspend the power unit on the chassis tend to be subject to different vibrational environments. Accordingly, the vibration at any given point on the vehicle chassis tends to be result of the sum of a number of different vibrational "vectors", each of which originates at a different engine mount.

Accordingly, it is an object of the present invention to provide a control system for an engine suspension arrangement which employs electrically controllable engine mounts (including those which employ ERF), which system monitors the vibration at selected evaluation sites and determines the application of control signals to the electrically controllable bush or bushes based on an analysis of the various vibrational vectors which sum at the evaluation point.

In brief, the above object is achieved by an arrangement wherein a vibration sensor is disposed at an evaluation point on the vehicle floor proximate the driver's seat. This sensor, in combination with one disposed on a electrically controllable engine mount, is used to determine the magnitude and orientation of a vector of vibration which reaches the evaluation point and which combines with other vibrational vectors in manner which results in the generation of vibration at the evaluation point, and to control the generation of a mount control signal in a manner which modifies the vibration vector and attenuates the vibration at the evaluation point.

More specifically, a first aspect of the invention comes in a vehicle having a chassis and which features: a power unit which is supported on the chassis at a plurality of points; a first electrically controllable mount which is disposed at a first of the plurality of suspension points and which supports the power unit on the chassis, the first mount being responsive to a first electric control signal applied thereto; a first vibration sensor for sensing the vibration at a first predetermined vibration evaluation location on the chassis whereat vibration occurs due to the operation of the power unit, the evaluation point being distal from the plurality of suspension points; and means for generating the first control signal to be applied to the first mount in a manner which attenuates a resultant vector which results from a sum of vibration vectors which are transmitted to the evaluation point from the plurality of suspension points.

A second aspect of the invention comes in that the above mentioned vehicle further comprises: a second vibration sensor for sensing the vibration at a second predetermined vibration evaluation point on the chassis the second evaluation point being distal from the plurality of suspension points and spaced from the first evaluation point, the second vibration sensor being operatively connected with the control signal generating means.

A third aspect of the invention comes in that the control signal generating means includes means for generating an evaluation function based on the input from the first vibration sensor and for weighting the evaluation factor based on the output of the second vibration sensor.

A fourth aspect of the invention comes in a second electrically controllable mount which is disposed at a second of the plurality of suspension points and which supports the power unit on the chassis, the second mount being responsive to a second electric control signal applied thereto.

A fifth aspect of the invention comes in that the control signal generating means includes means for discriminating which of the first and second mounts is associated with the highest contribution to the vibration sensed at the first evaluation point and for selectively controlling that mount.

A further aspect of the present invention comes in a vehicle having a chassis and which features: a power unit which is supported on the chassis at a plurality of points; an electrically controllable mount which is disposed at one of the plurality of suspension points and which supports the power unit on the chassis, the mount being responsive to an electric control signal applied thereto; a first accelerometer for sensing the vibration at.a first predetermined vibration evaluation location on the chassis, the first evaluation point being located proximate a driver' seat; a second accelerometer disposed on the mount; and means responsive to the first and second accelerometers for generating the control signal to be applied to the electrically controllable mount in a manner which attenuates a resultant vector which results from a sum of vibration vectors which are transmitted to the evaluation point from the plurality of suspension points.

Another aspect of the invention comes in a vehicle which features:

power unit support means which supportsApower unit on a chassis at a s plurality of points, at least one of the point including electrically controllable mount means; vibration discrimination means for determining the vibration vectors of the vibrations which originate from the power unit support means and which converge at an evaluation point distal from the power unit supporting means; and means responsive to the vibration discrimination means for controlling the electrically controllably mount means in a manner to attenuate the vibration which occurs at the evaluation point.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 is a schematic diagram depicting the conceptual arrangement of the present invention; Fig. 2 is a schematic diagram showing the arrangement which characterizes4first embodiment of the present invention; Fig. 3 is a sectioned elevational view showing an electrically controllable bush which is used in conjunction with the present invention; Fig. 4 is a graph which shows the operational characteristics of the mount shown in Fig. 3 in terms of dynamic spring constant and damping eff ect; Fig. 5 is a vector diagram which demonstrates the manner in which control according to the first embodiment of the present invention, is executed; Figs. 6 is a flow chart which depicts a control routine executed in accordance with a first embodiment of the present invention; Figs. 7 to 10 are flow charts which depict control routines which are executed in accordance with second to fourth embodiments of the present invention; Fig. 11 is a vector diagram showing the vectors which are subject to control by the fourth embodiment of the present invention; Fig. 12 is a graph showing the phase relationship between the voltage level of the control signals and the dynamic spring constant; and -4 twe Fig. 13 is a vector diagram showingoanner in which vectors can be controlled in accordance with the fourth embodiment.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Fig. 2 schematically shows an arrangement to which the embodiments of the present invention are applicable. In this drawing 1 denotes the vehicle chassis, 2 the driver'sseat, 3 the front passenger's seat, 4 the rear passenger's seat, 5 an engine room, 6 an engine, and 7 an automatic transmission which is coupled to the engine via a torque converter or the like.

As will be noted the engine and transmission are connected to define a single power unit 8 which is supported on the chassis 1 by way of engine mounts 10, 10a and 10b. In accordance with the first embodiment of the invention only the engine mount 10 is electrically controllable. In this embodiment the mount 10 has a construction of the nature shown in Fig. 3. As will be appreciated from this figure, the mount 10 comprises an inner is hollow shaft 12, an outer tubular member 14, and an elastomeric body 16 which is operatively disposed between the inner and outer members in manner to act as a spring and which is vulcanized to the inner shaft 12.

The inner shaft 12 is adapted to be connected to one of the vehicle chassis 1 and the power unit 8 while the outer member is adapted to be connected via a suitable bracket or the like to the other of the chassis and power unit.

The elastomeric body 16 is formed with voids which define a main working chamber 18 which is located below the inner shaft 12, an auxiliary chamber 24 and an air chamber 20. A flexible diaphragm 22 hermetically separates the air and auxiliary chambers 20, 24.

An annular spacer 26 is disposed between the inner and outer members 12, 14 in a manner which defines electrode orifice arrangements 28 and 30.

lenath a.-cua--e nas-cages 28a,30a a.-.-: Pairs of elect-rode plates 32a, 32b & 34a, 34-b.

A high vol.t-ace source 38 is elec--r-J--a-lly connected, with the above e-eczrode. This source -3.8 is 36 W..Lth.

floor G ser,,scrs.

The dimensions of the orifice passages 28a and 30a are selected to adjust the mass of liquid therein to.valueswhich in combination and the expansion characteristics of the main working chamber 20, induce the liquid in the passages to undergo resonance when the second harmonic of the vibration which is applied to the mount, fails in the 20 - 301-1z frequency range (viz., a vibration frequency which is generated when a 4 or 8 cylinder engine idles at 600-900 RPM).

Trace A of Fig. 4 shows the dynamic spring constant/frequency characteristics which are produced with the above described mount when the ERF is conditioned to exhibit a low viscosity (viz,. volt OFF) while trace B shows the characteristics produced when a voltage is impressed on the electrodes (volt ON) in the orifice passages and the viscosity of the ERF is raised to a very high level. On the other hand trace A' denotes the vibration transmission phase characteristics which are produced by the mount when no voltage (OFF) is applied to the electrode plates, while trace B' denotes the characteristics which are produced when a high voltage (ON) is applied.

In the instant embodiment a point which is proximate the drivers seat 2 is selected as the site at which vibration, which is being transmitted from the power unit 8, should be evaluated. In this case an accelerometer 50 is used to detect the acceleration of the floor panel on which it is mounted and supply a signal indicative of the same to the control unit 36. In addition, a unit lateral acceleration sensor 52 is mounted on the electrically controllable mount 10 and arranged to supply a signal indicative of the sensed unit lateral acceleration to the control unit 36.

The control unit 36 is also arranged to receive the previously mentioned data inputs from vehicle speed and engine speed sensors (not shown).

The control unit 36 includes an A/D converter 54, a transfer function derivation section 56 and a control signal derivation sQction 58. As will be readily appreciated, the latter two elements are in fact constituted by a microprocessor and are schematically illustrated in block diagram form merely for the sake of convenience.

The outputs of the accelerometers 50, 52 are read in, and based on this data, the vector of the vibration component which is being transmitted to the evaluation point via the engine mount, 10 is derived.

1 1 i c For example, if the the output of the unit lateral accelerometer 52 indicates a vibration having a phase al and an amplitude x, the output of the accelerometer 50 is H acceleration g, and given that this input vibration is transmitted via the engine mount 10 which exhibits phase a2 load F vibration characteristics, then it is possible to derive the vector of the vibration which is being transmitted to the evaluation point.

In Fig. 5 the above mentioned vector is illustrated as vector RH because the engine mount 10 is located to the right of the accelerometer 50 and the angle of the vector is given by the phase value H while the length of the same is determined in accordance with the value of g.

It should be noted that vibration having a vector LH is transmitted to the evaluation point from an engine mount 10a located at front left of the power unit 8 while vibration having a vector Rr is received from the mount 10b located at the rear left of the same. The magnitudes of the these latter two vectors can be determined based on empirical data.

Accordingly, the vibration which is experienced by the person seated in the driver's seat can be shown to be due to a resultant vector F] which is derived by summing the above mentioned vectors RH, LH and Rr.

By controlling the level of the signal applied to the engine mount 10 it is possible to vary the viscosity of the ERF in the orifice passage 28a and 30a and thus vary the dynamic spring constant of the mount 10. This enables the magnitude of the vector RH to be controlled and hence enables the magnitude of the resultant vector F1 to be also controlled.

That is to say, by impressing a voltage on the electrodes plates of the mount 10 and subjecting the acceleration (GRH) sensed at the mount 10 and that sensed at the evaluation point (GFR) to FFT (Fast Fourier Transform) type frequency analysis in the control unit 36, it is possible to derive, with reference to the engine engine speed, the level of the engine speed second harmonic component vibration acceleration which causes trouble during engine idling, and the vibration phase, by establishing one vibration as a reference.

The engine mount acceleration level is converted to displacement level and thus results in a displacement vector XRH.

Thus, assuming the dynamic spring constant is KRH during the time a voltage is being impressed on the electrode plates (i.e. ON) then the force applied to the vehicle chassis is given by XRH. XRH, and assuming that the transfer function of the chassis between the XRH - XRH input point and the evaluation point is HRH - RH, the vibrational acceleration of the floor proximate the driver's seat CR can be expressed as follows:

GFR = XRH. KRH - HRH-RH + GWO,RH.... (1) In the case that a voltage is not applied to the electrode plates (i.e.

OFF), as the vectors do not change except that of the engine mount, the following relationship is obtained:

GTR = X'RH - WRH - HRH-RH + GWO,RH.... (2) is If the dynamic spring constant of the mount is empirically determined during ON and OFF states, the unknowns HRH-RH and GWO,RH in eqns (1) and (2) can be obtained.

Accordingly, the acceleration vector GFR,RH which results from the vibration which is inputted from the engine mount 10 and which constitutes one of the vibrations which reaches the floor proximate the driver's seat during idling (volt OFF) is expressed as follows:

GRRH = XRH. HRH-RH.... (3) Therefore, if the transfer function between the engine mount 10 and the floor proximate the driver's seat is derived using the ON and OFF vibration accelerations, it is possible to determined the vibration- vector which results from the vibration inputted to the vehicle chassis via the engine mount and 30 which reaches the floor proximate the driverS seat.

The control which is particularly directed to control during idling and engine shake vibration ranges and which is implemented by the instant embodiment will become better understood from the following discussion of an algorithm which is depicted in flow chart form in Fig. 6.

1 The first step 100 of the routine which implements the algorithm is such as to sample the engine speed input and determine if the vehicle is moving or not, and therefore determine if engine idling or engine shake control is required. If the vehicle is at standstill (5= 0) indicating the need for idling control, then the routine flows across to step 101 wherein the voltage which is applied to the electrode plates of the engine mount 10 is set to zero (V] = Ov (Offi). Following this, at step 102 the acceleration at the evaluation point as indicated by the output of accelerometer 50 and engine speed are read and memorized as values Cl and R1, respectively.

At steps 103 and 104 the voltage which is applied to the electrode plates is incrementally increased by a sweep width value AV and then compared with a predetermined Vmax value. If the instant value of V] is less than Vmax the routine flows to step 105 wherein the acceleration or G at the evaluation point is re-determined and recorded as G2. At step 106 the instant is G1 and G2 values are compared. If G1 is greater than G2 then the routine loops back to step 107 wherein Cl is set equal to G2 and at step 103 the voltage is further incrementally increased. However, if the outcome of step 104 is such as to indicate that the V1 = Vmax, then the routine flows to step wherein the value of V] is set to Vmax.

On the other hand, if G]:5 G2 then at step 108 the voltage V] which is being impressed on the electrode plates is decremented by an amount AV.

Following this, at step 109 the engine speed is read and stored as R22. At step 111 R1 and R2 are compared. Until the values differ, the routine loops back to step 109. Upon R]:;t R2 the routine loops back to step 101 wherein the voltage which is applied to the electrode plates is reset to zero.

Accordingly, while the engine is idling and the vehicle is at standstill, the vibration which occurs in the floor proximate the driver's seat is measured and attenuated by sweeping the voltage which is applied to the engine mount 10.

That is to say, as the engine mount 10 exhibits the characteristics shown in Fig. 4, the above described voltage control causes both the dynamic spring constant and the damping rate (phase) to simultaneously vary, the conditions under which vibration is transmitted from the engine mount 10 to the evaluation point can be varied. As a result it is possible to control the length and the angle of the vector RH.

That is to say, the vibration vector RH which is depicted in Fig. 5 can be shortened (absolute length reduced) along with some change in phase, by increasing the dynamic spring constant. It will also be appreciated that the resultant vector F] which appears at the evaluation point assumes a minimum value when the length of vector RH is reduced to L2.

Accordingly, if the dynamic spring constant is increased by selectively applying a controlled voltage during the normally OFF state, vibration in the vicinity of the driver's seat can be effectively attenuated.

On the other hand, when engine shake control is implemented by the routine depicted in Fig. 6, in response to an S #_ 0 indication in step 100, then at step 120 the vehicle speed S is ranged (51 t 5 5 S2) to determine if it fails in the speed range S1 - S2 or not. If the outcome of this step is affirmative, then the routine flows to step 121 wherein a high voltage is applied to the electrode plates of the orifice passage arrangements 28, 30. This induces the viscosity of the ERF in the orifice passages 28a and 30a to assume a very high viscosity and stick in a manner which effectively closes the same. As a result, the dynamic spring constant undergoes a large increase and the engine shake is markedly attenuated.

However, if the outcome of step 120 is such as indicate that the vehicle speed is out of the range in which engine shake is apt to take place, then the routine flows to step step 122 wherein a command which sets the voltage level to zero, is issued. In response to this setting, the viscosity of the ERF in the passages 28a and 30a is reduced to a low level thus reducing the dynamic spring constant of the mount and conditioning the same to effectively absorb power unit 8 vibration. SECOND EMBODIMENT Fig. 7 shows in flow chart form a routine which characterizes a second embodiment of the present invention. In this embodiment use is made of a second accelerometer 60 which, as shown in Fig. 2, is disposed on the vehicle floor proximate the front passenger's seat 3 so as to establish a second evaluation point.

In this embodiment the data derived by using the two accelerometers and 60 is used in the control unit 36 to enable weighting of the results derived and thus enable a further increase in the attenuation of the vibration proximate the driver's seat 2.

It will be. noted that steps which are common to the routine shown in Fig. 6 are denoted by like numerals and no description of the same is given for brevity.

Following an indication that the vehicle is at standstill (step 100) and setting of the voltage which is applied to the electrode plates is set to zero (step 101), the routine goes to step 1021. In this step the acceleration of the floor proximate the driver's seat and the proximate the front passenger's seat are determined and recorded as G1 and G2, respectively. The engine speed is also read and recorded as R1. Following this, the routine determines in step if a person is seated on the front passenger's seat or not. This is determination can be made by checking the status of front passenger's seat belt, a weight sensor which is responsive to a predetermined load being placed on the seat, or the like.

In the event that a passenger is detected as being seated on the front passenger's seat, the routine goes to step 131 wherein the accelerometer data is weighted. By way of example, the data pertaining to the driver's seat can be assigned a weighting factor a = 2 while that of the front passenger's seat given a weighting factor of b = 1.

However, if no passenger is detected on the front passenger's seat the routine proceeds to step 132 wherein the driver's seat data weight factor a is set to 1 " and that of the front passenger's seat (b) set to 11011.

At step 133 an evaluation function is derived using the weighting factors derived in whichever of the steps 131 and 132 the routine was induced to pass through, using the following equation: - E1 = aGI + bG2.... (4) Following this, the routine goes to step 103 wherein the applied voltage is incremented by the sweep value zsV. At step 104 it is determined if V] < Vmax. If the outcome is affirmative the routine flows to 1051 wherein 1 1 the outputs of the accelerometers are read again and the values recorded as G3 and G4.

At step 134 a second evaluation function is derived using equation 5. Viz, :

E2 = aG3 + bG4.... (5) At step 135 the values of E1 and E2 are compared. If E1: E2 the routine flows to step 136 wherein the value of E1 is set equal to E2 and then loops back to step 103. However, if E1 < E2 then the routine goes to step 108 wherein the applied voltage is decremented by the sweep value AV.

Accordingly, in this embodiment as the two evaluation points are employed it is possible reduce the vibration level at both of the front seats 2, 3. Further, as the data derived from the accelerometer 60 is used to weight the data derived from sensor 50, the vibration at the driver's seat can be attenuated even more effectively than in the case of the first embodiment.

It is of course within the scope of the present invention to use more than two accelerometers and inputs from 3 or more can be used to enable the data derived from the others to be weighted in the manner disclosed above.

THIRD EMBODIMENT 1 Figs. 8A and 813 show in flow chart form the steps which characterize the operation of a third embodiment of the present invention. 1 n this embodiment all of the mounts 10, 10a, 10b used to support the power unit 8 are of the electrically controllable type and are all are controlled.

Each of the mounts 10, 10a and 10b are equipped with lateral acceleration sensors 52, 52a and 52b respectively, and operatively connected with the control unit 36 as indicated by in Fig. 2. Each of the mounts 10, 1 Oa, 10b are connected with high voltage sources 38, 38a and 38b. As the routine depicted in Figs. 8A and 8B contain steps which are identical to those found the flow charts of Figs. 6 and 7 and are denoted by the same numerals, and redundant disclosure is omitted for the same of brevity.

When idling conditions are detected (S = 0 in step 100) the routine flows to step 140 wherein a P value is set to zero indicating that mount 10 is to be subject to control first. Viz, a convention wherein P = 0 denotes mount i j i i i 1 which is located at the right hand side RH of the power unit, P = 1 denotes mount 10a located at the front left hand side LH of the power unit, and P = 2 denotes mount 1 Ob located at the left rear side Rr, is used.

Following this, all of the voltages applied to the mounts are set to zero and at step 141 the current P setting is determined. As shown, depending on the instant P status the routine flows to one of steps 142, 143 and 144 wherein the output of which of the lateral acceleration sensors should be read.

Steps 1021 and 130 - 133 perform weighting of the outputs of the sensors 50, 60 and an evaluation function E1 is derived in the manner disclosed in connection with the flow chart of Fig. 7.

At step 1031 the voltage VPOSITION which is being applied for the selected one of the suspension positions RH, RL, Rr is incrementally increased by the sweep value AV. At step 1041 it is determined if VPOSITION is less than the predetermined value Vmax. In the event that VPOSITION is less than is Vmax then the routine goes to step 1051 while on the other hand if the value is equal to or greater than Vmax the routine goes to step 1101.

In the event that the routine is directed to step 1051 the values of G3 and G4 are determined by reading the outputs of the accelerometers 50 and and in step 134 a second evaluation function E2 is derived using the weighting factors a and b previously derived.

At step 135 it is determined if E1 k E2 or not. In the event that it is found that E1 is less than E2 then at step 1081 the instant VPOSITION value is decremented by AV while in the event that it is found that E1 k E2 then at step 136 the instant value of E1 is set equal to E2.

At step 145 it is determined if the instant position value is equal to 2 or not. Viz., as will be understood In the event that the instant run isbeing conducted for the control of mount 10 wherein P = 0 then at step 146 the value of P is incremented to P], while in the event that the run is being conducted for the control of the second mount 10b and P = 1 then P is incremented to P = 2. In other words, at step 146 the control is switched from one mount to the next in the default order during each run time the routine flows through steps 1011 - 145.

When the voltages for each of the positions have been set the routine then goes to steps 109 and 111 wherein the engine speed is read, stored as R2 and compared with the previously recorded value of R1.

As will be appreciated, with this embodiment the vibrations which are detected at the evaluation points are used one by one to set the voltages being applied to the mounts 10, 10a and 10b in a manner which shortens the vibration vectors which converge at the evaluation points.

Accordingly, with this embodiment as the vibrations are measured and used for feedback control of the mounts from which the vibrations originate, it is possible to absorb vibrations in a manner not possible with the prior art and to allow for unit to unit variations which inevitably occur during the manufacture of the same.

FOURTH EMBODIMENT Figs. 9 and 10 show a routine which characterizes a fourth embodiment of the present invention. In this embodiment all of the mounts are of the electrically controllably type and the one which exhibits the highest contribution to the sum of the vectors at the evaluation point is selected for control.

As shown, the first steps 150, 151 of this routine are such as to sample the output of the engine speed sensor and to determine if the engine is idling or not. If the engine is not idling, the routine flows across to step 152 wherein it is determined if the engine speed falls in a range indicative of the engine shake. In the event of an affirmative outcome the routine flows across to step 153 wherein a high voltage is applied to the orifice arrangements of all of the mounts.

When engine idling is detected the routine proceeds to step 154 a voltage is supplied to a selected one of the mounts. Following this the vibration at each of the evaluation sites is sampled and recorded. At step 156 it determined of all of the mounts have been selectively controlled or not. In the case of a negative outcome, the routine flows to step 157 wherein the next mount is selected and the voltage application/vibration sensing and recording procedures are repeated.

When all of the mounts have been sampled in the above manner, the routine goes to step 158 wherein all applied voltages are reduced to zero.

9 -is- Following this, the vibration at each of the evaluation sites is again read and recorded and at step 160 a transfer functions for each of the mounts are derived and at step 161 the vibration vectors which are directed at each of the evaluation sites are calculated. Next, at step 162 the mount from which the vector which contributes the most to the resultant vector, is determined. At steps 163 and 164 the appropriate voltage to be applied to the mount selected in step 162 is derived using a suitable sub-routine, and applied.

At step 165 it is determined if the engine speed has changed or not. By way of example, this change can be induced by the application of a load such as an air conditioner compressor or the like. While the engine speed remains unchanged the voltage continues to be applied. However, upon a change the routine loops back to step 154.

Fig. 11 is a diagram which shows the three derived vectors RH, LH and Rr (shown in dotted line) and the resultant vector (solid line) which produces is the floor vibration. As will be appreciated the floor vibration vector has a magnitude (length) intermediate of the other three.

In Fig. 12 the solid line trace denotes the dynamic spring constant while the chain dotted line trace denotes the phase. As the applied voltage is increased, the dynamic spring constant increases and the phase advances, thus causing the vectors to rotate in the clockwise direction.

Accordingly, in order to reduce floor vibration it is possible to increase the voltage being applied to the mount from which a vector having a more advanced phase (clockwise deviated with respect to the floor vibration vector) and which exhibits a high contribution ratio in connection with said floor vibration.

The above mentioned contribution ratio refers to the degree of influence the vector has on the floor vibration one. The contribution is determined by the length of the component which acts in the same direction as the floor vibration. In Fig. 11 an example of how vector LH which originates from the front left hand engine mount 10a contributes to the floor vibration. Assuming that the phase of G1-H,RH is then the contribution is given by 1GLH,RHICos 0.

Hence, it is possible to calculate the contribution of each of the vectors and decide which is the largest. In the Fig. 10 diagram the vector LH originating from front left engine mount lOa is the most advanced and thus provides the highest contribution.

Accordingly, if the voltage applied to the front left engine mount 10a is increased, as shown in Fig. 13, the length of the vector LH increases but rotates to the right. The composite floor vibration vector is thus attenuated. At a given voltage the magnitude of the floor vibration vector reaches a minimum value. Fig. 10 shows an algorithm in flow chart form which is suitable for determining this particular voltage.

That is to say, Fig. 10 shows a routine wherein the first step is such as to set the applied voltage V1 to zero. Following this, at step 171 the floor acceleration (C) at the evaluation point is determined and recorded as G]. At step 172. the applied voltage is incremented by the sweep value AV. At step 173 the instant value of V1 is compared with a predetermined value Vmax. If V1 < Vmax then the routine goes to step 174 while if V1 k Vmax the routine proceeds to step 178.

At step 174 the floor acceleration is sampled a second time and recorded as G2. At step 175 Cl and C2 are compared. If Cl > G2 the at step 176 the instant value of Cl is set equal to G2 while in the event that Cl -,'- G2 then at step 1 77the applied voltage is decremented by AV.

In the event that the routine flows to step 178 V] is set at Vmax.

Thus, the instant embodiment only one engine mount need be controlled in order to reduce the floor vibration and thus facilitates quick and. easy control.

In all of the above embodiments, as the transfer function and the vector are derived almost instantly, no discomfort is experienced even when vibration is increased by the application of a voltage.

Although the embodiments have been disclosed as utilizing the type of mount shown in Fig. 3 it will be understood that the pre.sent invention is not limited to the usage of the same and that any suitable type of electrically controllable engine mount can be used in place thereof if so desired and/or deemed appropriate.

Z X

Claims

WHAT IS CLAIMED IS

1 In a vehicle having a chassis a power unit which is supported on said chassis at a plurality of points; a first electrically controllable mount which is disposed at a first of the plurality of suspension points and which supports said power unit on said chassis, said first mount being responsive to a first electric control signal applied thereto; a first vibration sensor for sensing the vibration at a first predetermined vibration evaluation location on said chassis whereat vibration occurs due to the operation of said power unit, said evaluation point being distal from the plurality of suspension points; and means for generating the first control signal to be applied to said first mount in a manner which attenuates a resultant vector which results from a sum of vibration vectors which are transmitted to the evaluation point from the plurality of suspension points.

2. A vehicle as claimed in claim 1 further comprising: a second vibration sensor for sensing the vibration at a second 20 predetermined vibration evaluation point on said chassis said second evaluation point being distal from the plurality of suspension points and spaced from the first evaluation point, said second vibration sensor being operatively connected with said control signal generating means.

2s

3. A vehicle as claimed in claim 1 wherein said control signal generating means includes means for generating an evaluation function based on the input from said first vibration sensor.

4. A vehicle as claimed in claim 2 wherein said control signal generating means includes means for generating an evaluation function based on the input from said first vibration sensor and for weighting the evaluation factor based on the output of said second vibration sensor.

5. A vehicle as claimed in claim 1 further comprising a second electrically controllable mount which is disposed at a second of the plurality of suspension points and which supports said power unit on said chassis, said second mount being responsive to a second electric control signal applied thereto.

6. A vehicle as claimed in claim 5 wherein said control signal generating means includes means for discriminating which of said first and second mounts is associated with the highest contribution to the vibration sensed at said first evaluation point and for selectively controlling the selected one of 10 said first and second mounts.

is

7. In a vehicle having a chassis a power unit which is supported on said chassis at a plurality of points; an electrically controllable mount which is disposed at one of the plurality of suspension points and which supports said power unit on said chassis, said mount being responsive to an electric control signal applied thereto; a first accelerometer for sensing the vibration at a first predetermined vibration evaluation location on said chassis, the first evaluation point being located proximate a driver' seat; a second accelerometer disposed on said mount; and means responsive to said first and se'cond accelerometers for generating the control signal to be applied to said electrically controllable mount in a manner which attenuates a resultant vector which results from a sum of vibration vectors which are transmitted to the evaluation point from the plurality of suspension points.

8. In a vehicle power unit support means which supports power unit on a chassis at a plurality of points, at least one of said point including electrically controllable mount means; vibration discrimination means for determining the vibration vectors which originate from said power unit support means and which converge at an evaluation point distal from the power unit supporting means; and -19means responsive to said vibration discrimination means for controlling the electrically controllably mount means in a manner to attenuate the vibration 5 which occurs at the evaluation point.

9. A control system for an arrangement wherein a vibration source is supported by means of a plurality of mounts at least one of which has a selectively variable vibration damping characteristic, said system comprising means for monitoring the vibration at one or more selected evaluation sites subject to vibrations developed by the source, and means for deriving signals for application to said one or more mounts for selectively varying the damping characteristics thereof in dependence upon a vector analysis of the vibrations at said one or more evaluation sites.

10. An arrangement comprising a vibration source, means supporting said vibration source by means of a plurality of mounts at least one of which has a selectively variable vibration damping characteristic, and a control system as claimed in claim 9.

An arrangement as claimed in claim 10 wherein the vibration source is an automotive power unit.

12. A mounting arrangement f or an automotive power unit substantially as herein described with reference to any of the accompanying drawings except Fig. 3.

incorporating

13. A mounting arrangement as claimed in any of claims 10, 11 and 12 wherein the support means for the vibration source comprises at least one mount an electrorheopectic fluid and electrodes responsive to an electrical signal for determining the viscosity of said electrorheopectic fluid.

14. A mounting arrangement as claimed in any of claims 10, 11, 12 and 13 wherein the support means for the vibration source comprises at least one mount substantially as herein described with reference to Fig. 3 of the accompanying drawings.

15. An automotive vehicle incorporating an arrangement as claimed in any of claims 10 to 14, the vibration source being comprised by the motive power unit of the vehicle.

Published 1991 2, The Patent Office. Concept House. Cardiff Road. Nenpori- Givent NP9 I RH- Further copies may be obtained froni Sales Branch. Unit 6. Nine Mile Point. Cii-mfelinfach- Cross Keys. Newport. NPI 7HZ. Rnrited by Multiplex techniques ltd. SI mary Cra% Kent P