JP2000027931A - Active engine mount device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an active engine mount device to execute a constantly best vibration damping operation regardless of the secular change of an engine mount and an engine foot and maintain a riding sensation in a best state. SOLUTION: A period in which an engine 7 is in a non-combustion rotation state is detected and during the period in which the engine 7 is in a non- combustion state, a drive signal outputted from an adaptive filter 29 is suspended. Transmission characteristic estimating value C* data at every number of revolutions zone of vibration transmitted to the engine foot through the engine mount from the engine is estimated by a C* estimating part 35. This estimated transmission characteristic estimating value C* is updated and stored at a fixed filter 27. This constitution always updates the transmission characteristic estimating value C* data, stored at the fixed filter 27, to a latest one during the period in which the engine 7 is in a non-combustion rotation state.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an active engine for actively reducing engine vibration of an automobile or the like.
Related to a mounting device.

[0002]

2. Description of the Related Art Conventionally, as an active engine mounting apparatus, there is known an apparatus described in JP-A-6-340228 shown in FIG. This active engine mount device is first equipped with an engine 7 when the vehicle is shipped.
The C * data representing the estimated value of the transfer characteristic is obtained by using the vibration when is not rotating. That is, a sine wave generator 45 provided in the controller 47 generates sine wave data, and the sine wave signal is converted into a sine wave signal by the D / A converter 25, and the exciter 10 (actuator) provided in the engine mount 9 is provided. To excite. As a result, the engine 7 and the engine mount 9 are vibrated. Therefore, based on the sine wave signal and the error signal from the error sensor 19, the transfer characteristic estimated value C * data between the engine mount 9 and the engine foot 2 is obtained. The C * data is incorporated in the fixed filter 27.

At the time of engine rotation, the adaptive filter 43 reads the transfer characteristic estimated value C * data read from the fixed filter 27 according to the engine speed and the A / D converter 21.
Drive data is generated based on a pulse signal representing the engine speed from the motor, and is converted into a drive signal by a D / A converter 25, and the vibration is supplied to the vibrator 10 provided in the engine mount 9.
(Actuator). The vibration transmitted from the engine 7 to the engine foot 2 via the engine mount 9 can be minimized by the opposite-phase vibration generated by the vibration exciter 10 by the drive signal. As a result, there is an advantage that discomfort caused by engine vibration applied to the occupant during driving of the vehicle can be suppressed.

[0004]

By the way, in the conventional active engine mounting apparatus, the vibration suppression control by the adaptive filter 43 is stopped and the sine wave generation section 45 provided in the controller 47 generates the sine wave. The re-engine mount 9 is excited by the sine wave to obtain the transfer characteristic estimated value C * data. Also,
If the C * data is obtained during driving of the vehicle, the occupant may be uncomfortable due to the sine wave vibration. Therefore, the C * data obtained at the time of shipping the vehicle has been used.

[0005] However, components such as the engine mount 9 and the engine foot 2 will deteriorate with time due to oxidation, fatigue, and the like over time. As a result, when the transfer characteristic estimated value C * data obtained at the time of shipment of the vehicle is continuously used as it is, the vibration suppression control by the adaptive filter 43 is not performed to the best range, and the vibration suppression performance is deteriorated. There was such a problem.

[0006] The present invention has been made in view of the above,
The objective is to provide an active engine mount device that can always perform the best damping operation and maintain the best ride comfort regardless of aging of the engine mount, engine foot, etc. is there.

[0007]

According to the first aspect of the present invention,
In order to solve the above-mentioned problem, fixed filter means for preliminarily storing a transfer characteristic estimated value of vibration transmitted from an engine to an engine foot via an engine mount and outputting the transfer characteristic estimated value, an engine and the engine Error vibration detection means for detecting error vibration transmitted from the mount to the engine foot by combining vibrations from the mount;
Based on the transfer characteristic estimation value from the fixed filter means and the error vibration detected by the error vibration detection means, an adaptive filter means for generating a drive signal having a phase opposite to that of the error vibration, Depending on the engine
Vibration means for vibrating a mount, wherein the active engine mount apparatus attenuates the error vibration transmitted to the engine foot to a minimum so as to minimize the error vibration. Combustion rotation detecting means, signal stopping means for stopping a drive signal output from the adaptive filter means to the vibration means when the engine is not burning, and vibration transmitted from the engine to the engine foot via the engine mount. , A transfer characteristic estimating means for estimating a transfer characteristic estimated value of the vibration based on the vibration detected by the vibration detect means, and a transfer characteristic estimated value estimated by the transfer characteristic estimating means And updating means for updating and storing in the fixed filter means.

According to a second aspect of the present invention, in order to solve the above problem, the non-combustion rotation detecting means detects a starting period of an engine started by a starter or an inertial rotation period when the engine is stopped. Is the gist.

[0009]

According to the first aspect of the present invention, a period in which the engine is in non-combustion rotation is detected,
When the engine is not burning, the drive signal output from the adaptive filter is stopped, and based on the vibration transmitted from the engine to the engine foot via the engine mount,
An estimated value of the transfer characteristic of this vibration is estimated. Next, by updating the estimated transfer characteristic estimation value in the fixed filter and storing the same, the transfer characteristic estimate stored in the fixed filter is always updated during the period when the engine is in non-combustion rotation. Can be updated. As a result, it is possible to always perform the best damping operation and maintain the best riding comfort irrespective of the deterioration of the engine mount, the engine foot and the like over time.

Further, since an estimated value of a transmission characteristic in a case where vibration from the engine during non-combustion is transmitted to an engine mount, an engine foot, or the like is obtained, the engine is mounted on the engine as in a conventional active engine mounting apparatus.・ Compared to a configuration in which a sine wave is applied to the mount and vibrated to obtain a transfer characteristic estimated value, error vibration transmitted from the engine to the engine foot via the engine mount can be detected more accurately. As a result, a transfer characteristic estimated value can be obtained more accurately.

According to the second aspect of the present invention, the transfer characteristic estimation value stored in the fixed filter during the start-up period of the engine started by the starter or the inertial rotation period when the engine is stopped is updated to the latest one. Therefore, the transfer characteristic estimated value can be updated to the latest one without giving the occupant any discomfort.

[0012]

Embodiments of the present invention will be described below with reference to the drawings. (First Embodiment) FIG. 1 is a sectional view showing a system configuration of an active engine mounting apparatus according to a first embodiment of the present invention.

As shown in FIG. 1, below a frame 5 of a vehicle, wheels on which tires 3 are mounted are rotatably mounted on an engine foot cross member (hereinafter, referred to as an engine foot 2), and upwardly. A cab 1 of a vehicle body is provided. An engine 7 is mounted on the engine foot 2, and an engine mount 9 is provided between the engine 7 and the engine foot 2. The engine 7 is provided with an ignition switch (IGNSW) 17 and a starter switch (STSW) 39 described later.
The ignition switch 17 detects a key position (ON, OFF) of an ignition key inserted into a key cylinder, and outputs a key position signal to an ignition circuit connected to the engine 7. The starter switch 39 detects a start position where the ignition circuit for igniting the engine and the starter circuit are simultaneously connected.

The engine mount 9 is provided with a vibrator 10 (actuator) for vibrating the engine mount 9 itself. The vibrator 10 is composed of an electromagnetic actuator that vibrates according to a drive signal from a D / A converter 25 described later. Further, an error sensor 19 is provided at a connection portion between the engine mount 9 and the engine foot 2 to detect an error vibration such as vibration applied to the engine foot 2 and acceleration and displacement as an error signal.

The casing of the engine 7 is provided with a starter motor 13 started by a starter switch 39 and a synchronization sensor 11 for generating a rotation speed synchronization signal synchronized with the rotation of the engine. The number of revolutions is calculated from the frequency of the engine 7 and output. In the cab 1, the vibration transmitted from the engine 7 to the driver's seat or the like is attenuated to a minimum, and the engine mount 9
Is provided with a vibration controller 15 for controlling the vibrator 10 provided in the apparatus to vibrate in the opposite phase.

In FIG. 1, a functional block diagram of the vibration controller 15 is shown outside the cab 1 for convenience of explanation. The vibration controller 15 includes the A / D converter 2
1 and 23, a D / A converter 25, a fixed filter 27, an adaptive filter 29, a natural frequency detection unit 31, an engine state determination unit 33, and a C * estimation unit 35. Also,
The vibration controller 15 has a CPU, ROM, RA
Each component is controlled based on a control program having M and stored in the ROM.

The A / D converter 21 converts an analog signal representing the engine speed detected by the synchronous sensor 11 in synchronization with the engine vibration into engine speed data. A
The / D converter 23 converts an error signal output from the error sensor 19 into error data. D / A converter 25
Converts the drive data generated by the adaptive filter 29 into a drive signal, and repeatedly supplies the drive signal to a vibrator 10 (actuator) provided on the engine mount 9.

The fixed filter 27 incorporates C * data representing an estimated value of a transmission characteristic of error vibration for each frequency band transmitted from the engine 7 to the engine foot 2 via the engine mount 9. The adaptive filter 29
Based on the transfer characteristic estimated value corresponding to the current engine speed output from the fixed filter 27, the error data from the A / D converter 23 has a phase opposite to that of the error data from the A / D converter 23. D / A is generated by generating drive data for exciting the engine mount 9 so that the error signal input via the D converter 23 is attenuated and minimized.
Output to converter 25.

The natural frequency detecting section 31 includes an A / D converter 2
3, the error data representing the vibration transmitted from the engine 7 to the engine foot 2 via the engine mount 9 is decomposed into frequency components. A frequency or a frequency component remaining without being attenuated by the engine mount 9 is detected. Engine state data is input to the engine state determination unit 33 from the A / D converter 21.
If it is determined that the engine speed has become zero, an engine stop signal is output, and if it is determined that the engine speed has increased from zero,
Outputs engine start signal.

The C * estimating unit 35 includes a natural frequency detecting unit 31
Input the natural frequency of each frequency band from the
And the transmission characteristic estimated value C * data of the engine mount 9 system. The C * estimating unit 35 receives a key position signal from the ignition switch 17, an engine stop signal or an engine start signal from the engine state determining unit 33, and detects a period during which the engine is in a non-combustion rotation state. .

Next, FIG. 2 shows an engine key portion. In the key hole of the key cylinder 49, an ignition key 51 is provided.
Is inserted and is rotatable, and there are an off position, an on position, and a start position in the clockwise rotation direction. The off position is
The ON position is a position where the ignition circuit of the engine 7 is connected, and the start position is a position where the ignition circuit and the starter circuit of the engine 7 are connected simultaneously. .

The ignition switch 17 detects the key position where the ignition circuit of the engine 7 is connected. The starter switch 39 detects a start position where an ignition circuit for igniting the engine and a starter circuit are simultaneously connected.

Next, a time chart relating to the operation from the start to the stop of the engine 7 shown in FIG. 3 will be described. When the key 51 is inserted into the key cylinder 49 and rotated clockwise, the ignition circuit is connected at t1 and the key is turned to the ON position where the key is in a self-holding state.
To start the engine 7 by forcibly starting the engine 7.

In a period T1 in which the start position is forcibly maintained by the driver, the engine 7 is forcibly started by the starter motor 13 and the number of rotations increases, and the time t3 increases.
Ignition. The engine 7 is self-rotated by combustion,
Next, the forcible force is removed and the ignition circuit is connected to the ON position. In this period T1 (startup period), the engine is rotating but is in a non-combustion rotation period.

During the operation of the engine 7, the rotational speed rpm changes according to the amount of depression of the accelerator. Then, for example, t4 to stop the engine 7 at the destination
Then, the ignition key is turned from the ON position to the OFF position to disconnect the ignition circuit. The engine 7 rotates by inertia only during a period T2 from t4, and then stops due to friction or the like. Also during this period T2 (inertial rotation period), the engine is rotating but is in a non-combustion rotation period.

Next, the operation of the active engine mounting apparatus according to the first embodiment will be described with reference to the flowchart shown in FIG. The following description is based on the assumption that the engine mount 9 is oxidized, hardened, fatigued, deteriorated with time, and the like, and the natural frequency of the engine 7 and the system of the engine mount 9 changes depending on the use frequency and the use year of the vehicle.

First, in step S10, it is determined whether or not the ignition switch has been turned on by the ignition switch 17. The determination process of step S10 is repeated until the ignition switch is turned on.

In step S20, it is determined whether or not the starter switch 39 has changed the operation state of the starter switch from the ON state to the OFF state. That is, in step S20, it is determined whether or not the period from t3 to t4 during which the engine 7 shown in FIG. After the engine 7 is ignited, the starter motor 13 forcibly rotates the engine 7 to determine whether the engine 7 has been started, and repeats the determination processing of step S20 until the engine 7 is started.

In step S30, since the engine 7 is in operation during combustion rotation, the engine speed data converted by the A / D converter 21 is input to the fixed filter 27. In step S40, the fixed filter 27
The transmission characteristic estimation value C * data corresponding to the current engine speed among the transmission characteristic estimation value C * data of the vibration in each rotation speed band already incorporated in the fixed filter 27 is output to the adaptive filter 29.

In step S50, the adaptive filter 29
Generates drive data based on the input transfer characteristic estimated value C * data of the rotation speed band and generates the D / A converter 25.
And vibrates the vibrator 10 provided on the engine mount 9. As a result, the vibration suppression control can be performed so that the vibration generated in the engine 7 is not transmitted to the vehicle interior by the adaptive filter 29.

Here, the vibration of the engine 7 and the vibration of the engine mount 9 by the vibrator 10 are combined. In step S60, the combined vibration is measured by the error sensor 19. In step S70, the adaptive filter 29
Converts the input transfer characteristic estimated value C * data of the rotation speed band so that the error signal representing the vibration, acceleration, and displacement input from the error sensor 19 after being converted by the A / D converter 23 is minimized. The driving signal converted by the D / A converter 25 is supplied to the vibrator 10 in the engine mount 9 and adaptively controlled. As a result, during the operation of the engine 7, the vibration of the engine 7 and the vibration of the shaker 10 are combined on the engine mount 7, and the vibration to the seat is attenuated to a minimum.

In step S80, it is determined whether or not an off signal is input from the ignition switch 17. If there is no input of the OFF signal, the engine 7 is operating, so the flow returns to step S30, and the above-described damping operation is continued so as to minimize the vibration by the engine 7. on the other hand,
After driving the vehicle, when the vehicle arrives at the destination and the ignition key is turned off from the on state, and the driver attempts to stop the operation of the engine 7, an off signal is input. Proceed to. In this case, although the engine 7 has a certain number of rotations, the key position is turned off, so that the engine 7 is not running.

In the first embodiment, as shown in FIG. 4, the present embodiment is adapted to an inertia rotation period T2 from when the engine 7 is operated to when it is stopped. On the other hand, since the ignition key is turned off and the occupant is about to get off the vehicle, there is little need to attenuate the vibration of the engine 7. Therefore, step S90
Then, the vibration suppression control by the adaptive filter 29 is stopped. As a result, the exciter 10 provided on the engine mount 9
Is not supplied with a drive signal and is not vibrated.

However, since the engine 7 is rotating by inertia without combustion, the vibration of the engine 7 is transmitted to the engine foot 2 via the engine mount 9. In step S100, only the error vibration transmitted from the engine 7 to the engine foot 2 via the engine mount 9 is input to the error sensor 19, converted into error data by the A / D converter 23, and converted into error data. Is measured.

The error data input to the natural frequency detector 31 has various frequency components. In step S110, the error data converted by the A / D converter 23 is converted to the natural frequency detector 31. Is decomposed into each frequency component by a well-known fast Fourier transform (FFT), and the natural frequencies of the engine 7 and the engine mount 9 system and their respective vibration levels are extracted. The natural frequency and vibration level detected by the natural frequency detection unit 31 are sent to the C * estimation unit 35.

In step S120, the C * estimating unit 35
Is based on the rotation speed of the engine 7 input from the synchronous sensor 11 via the A / D converter 21 via the engine state determination unit 33, the natural frequency detected by the natural frequency detection unit 31, and the vibration level. Thus, the current transfer characteristic estimated value C * data transmitted from the engine 7 to the engine foot 2 via the engine mount 9 is estimated.

More specifically, the C * estimating unit 35 compares the natural frequency and the vibration level detected by the natural frequency detecting unit 31 with tap coefficients h (0) to
h (n-1) is updated based on the well-known LMS algorithm, and tap coefficients h (0) to h (n-1) that minimize the vibration level of the error data are obtained. Let it be an estimated value.

In step S130, the latest transfer characteristic estimated value C * data estimated by the C * estimating unit 35 is updated and incorporated in the fixed filter 27. That is, step S1
The tap coefficients obtained in step 20 are set in the fixed filter 27. In this case, the fixed filter 27 also has the tap coefficient h (0).
Needless to say, it is composed of a so-called adaptive filter capable of setting 〜h (n−1). Note that the latest transfer characteristic estimated value C * data updated in the fixed filter 27 is used from the next engine start.

As described above, the engine vibration is transmitted from the engine to the engine foot 2 via the engine mount using the engine vibration during the period T2 from when the occupant turns off the ignition key to when the engine 7 stops. The current transfer characteristic estimated value C * data is estimated. Thus,
Even when the components of the system deteriorate over time, it is possible to correct the difference between the transfer characteristic estimated value C * data incorporated in the fixed filter 27 and the actual transfer characteristic estimated value. As a result, it is possible to prevent the occupant from feeling uncomfortable at the time of driving and to prevent the vibration transmitted to the occupant from deteriorating with the aging of the system.

(Second Embodiment) The system configuration of an active engine mounting apparatus according to a second embodiment of the present invention is the same as that of the first embodiment shown in FIG. Description is omitted. The engine state determination unit 33 receives the engine speed data from the A / D converter 21 and sets an engine start period T1 in which the ignition circuit and the starter circuit are simultaneously connected (on and started) and the engine is in the starter position. judge.

The C * estimating unit 35 includes a starter switch 39
Is transmitted to the engine foot 2 from the engine 7 via the engine mount 9 based on the rotation speed and the natural frequency of the engine 7 during a period T1 until the engine state determination unit 33 determines that the engine is started. The estimated transfer characteristic C * data is estimated.

Next, the operation of the active engine mounting apparatus according to the second embodiment will be described with reference to the flowchart shown in FIG. In the second embodiment, as shown in FIG. 3, the vibration in the non-combustion rotation period T1 in which the engine 7 is forcibly rotated by the driving torque of the starter motor 13 is used.

First, in step S210, it is determined whether or not the ignition switch 17 has been turned on. Step S2 until the ignition switch is turned on.
The determination process of 10 is repeated. Then, step S220
Then, it is determined whether the starter switch has been turned on from the off state by the starter switch 39. The determination process of step S220 is repeated until the starter motor 13 starts forcibly rotating the engine 7. If the starter switch has been turned on from the off state, step S23
Go to 0.

In step S230, the engine 7 is forcibly rotated by the starter motor 13, and the vibration of the engine 7 is transmitted to the surroundings.
Only the vibration (no vibration) transmitted from the engine 7 to the engine foot 2 via the engine mount 9 is measured by the error sensor 19.

Although the measured vibration has various frequency components, in step S240, the natural frequency detecting unit 31 converts the error data into a well-known fast Fourier transform (F
Each frequency component is decomposed by FT), and a natural frequency and a vibration level transmitted from the engine 7 to the engine foot 2 via the engine mount 9 are extracted.

In step S250, the detected natural frequency and vibration level are sent to the C * estimating section 35, and the C * estimating section 35 outputs the signal from the synchronous sensor 11 to the A / D converter 21,
The current transfer characteristic estimated value C * data transmitted from the engine 7 to the engine foot 2 via the engine mount 9 is also estimated with reference to the rotation speed data input via the engine state determination unit 33.

In step S260, it is determined whether or not the starter switch 39 has been turned off. If the engine 7 is in a non-combustion rotation in which the engine 7 is still forcibly rotating, the flow returns to step S230, and the engine 7 is ignited. The process of estimating the transfer characteristic estimated value C * data is repeated until this. On the other hand, when the starter switch is turned off by the starter switch 39, the estimated current transfer characteristic estimated value C * is updated and incorporated in the fixed filter 27 in step S270.

As described above, the engine 7 is not in the combustion operation, and the vibration suppression control by the adaptive filter 29 is not performed.
When it is detected that the starter switch has been turned on, only the vibration transmitted from the engine 7 to the engine foot 2 via the engine mount 9 is detected by the error sensor 19.
Is measured. The C * estimating unit 35 re-estimates the current transfer characteristic estimated value C * data using the natural frequency extracted from the measured vibration. , The C * data in the fixed filter 27 can be corrected to an actual estimated transfer characteristic.

Then, since the engine 7 is ignited, the above-described processing of steps S30 to S80 is repeated. As described above, when the engine 7 is started and the starter switch is turned off, the vibration suppression control by the adaptive filter 29 is started immediately to minimize the vibration by the engine 7. At this time, the driving data from the adaptive filter 29 is D
The drive signal is converted into a drive signal by the / A converter 25 and the vibrator 10 provided on the engine mount 9 is vibrated. As a result, while the engine 7 is operating, the vibration of the engine 7 and the vibration
Is synthesized on the engine mount 7 and the vibration to the seat is attenuated to a minimum.

As described above, the engine vibration is transmitted from the engine to the engine foot via the engine mount using the engine vibration generated during the non-combustion rotation period from when the occupant turns on the starter switch to when the engine is started. By estimating the estimated transfer characteristic, the transfer characteristic estimate C * data previously incorporated in the fixed filter 27 is updated to the actual transfer characteristic estimate even when the components of the system deteriorate with time. can do. As a result, it is possible to prevent the occupant from feeling uncomfortable when the engine is rotating, and to prevent the vibration transmitted to the occupant from becoming worse with the aging of the system.

[Brief description of the drawings]

FIG. 1 shows an active power supply according to a first embodiment of the present invention.
FIG. 2 is a block diagram illustrating a configuration of an engine mount device.

FIG. 2 is a diagram showing a state of a key cylinder.

FIG. 3 is a time chart relating to key positions from the start of the engine to the stop of the engine.

FIG. 4 is a diagram illustrating an active switch according to the first embodiment of the present invention.
5 is a flowchart illustrating the operation of the engine mounting device.

FIG. 5 is a diagram showing an active switch according to the first embodiment of the present invention.
5 is a flowchart illustrating the operation of the engine mounting device.

FIG. 6 is a block diagram illustrating a configuration of a conventional active engine mounting device.

[Explanation of symbols]

 Reference Signs List 1 cab 2 engine foot 3 tire 5 frame 7 engine 9 engine mount 10 shaker 11 synchronous sensor 13 starter motor 15, 37 shaker controller 17 ignition switch 19 error sensor 21, 23 A / D converter 27 fixed filter 25D / A converter 29 Adaptive filter 31 Natural frequency detection unit 33 Engine state determination unit 35 C * estimation unit 39 Starter switch

Claims (2)

[Claims] A fixed filter means for preliminarily storing a transfer characteristic estimated value of vibration transmitted from an engine to an engine foot via an engine mount, and outputting the transfer characteristic estimated value; Error vibration detection means for detecting an error vibration transmitted to the engine foot in which the vibrations are synthesized, based on the transmission characteristic estimated value from the fixed filter means, and the error vibration detected by the error vibration detection means, An adaptive filter means for generating a drive signal having a phase opposite to that of the error vibration; and a vibration means for vibrating the engine mount in accordance with the applied drive signal, thereby minimizing the error vibration transmitted to the engine foot. Active engine mounting device, wherein the engine is in non-combustion rotation Non-combustion rotation detection means for detecting; signal suspension means for suspending a drive signal output from the adaptive filter means to the vibration means when the engine is not burning; and transmission from the engine to the engine foot via the engine mount. Vibration detecting means for detecting a vibration to be transmitted, transmission characteristic estimating means for estimating a transmission characteristic estimated value of the vibration based on the vibration detected by the vibration detecting means, and transmission estimated by the transmission characteristic estimating means. Updating means for updating the characteristic estimation value in the fixed filter means and storing the updated value in the fixed filter means. 2. The method according to claim 1, wherein the non-combustion rotation detecting means includes:
2. The active engine mounting device according to claim 1, wherein an inertia rotation period when the engine is stopped is detected.