JP2003214484A - Electronically controlled engine mount device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electronically controlled engine mount device capable of reducing the vibrations generated as well in the idling speed range when any car is in idling condition as in a higher engine speed range when the car is running. <P>SOLUTION: An air chamber A of a V-ACM (negative pressure type active control engine mount) 4 and a main liquid chamber X and auxiliary liquid chamber Y in which a non-compressed fluid is encapsulated and which are in communication with each other through a throttle passage Z make volume change by vibratory input from a car body 1 and engine 10. At this time, VSVL 2L and VSVH 2H as selector valves having different valve strokes (lift amount) are driven selectively in accordance with the explosive vibration of the engine 10, a control is conducted thereupon so that the pressure in the air chamber A becomes a specified negative pressure supplied from the engine 10 or the atmospheric pressure. Accordingly the vibration transmitting characteristic of the V-ACM 4 is changed appropriately in accordance with the engine operating condition, to allow reducing to a large extent the vibrations generated over a wide engine speed range from idling to the car running (middle to high engine speed). <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the vibration transmission characteristics of an engine mount arranged between a vehicle body and an engine.
The present invention relates to an electronic control engine mount device that can be arbitrarily changed according to a vibration state from an engine.

[0002]

2. Description of the Related Art In recent years, the vibration transmission characteristics (dynamic spring constant and damping coefficient) of engine mounts have been electronically controlled to improve the vibration characteristics of vehicles.
As a prior art document relating to such an electronically controlled engine mount device, the one disclosed in Japanese Patent No. 2858401 is known.

In this type, a negative pressure type active system which utilizes the intake pressure of the engine (intake pipe negative pressure) and is capable of changing the vibration transmission characteristics of the engine mount with a simple structure using an inexpensive actuator to improve the durability. Control engine mount (Vacuum Active Control engine Mou
nt: Hereinafter, simply referred to as “V-ACM”. ) Is used to arbitrarily change the vibration transfer characteristic according to the vibration state from the engine.

[0004]

By the way, the above-mentioned V-
In ACM, 3 port 2 which is one negative pressure actuator that can change the vibration transmission characteristic of the engine mount
Vacuum switching valve (Va
cuum Switching Valve: Hereinafter, simply referred to as "VSV")
To reduce vibration during idle operation. To reduce the vibration during this idle operation, VS
A large V valve stroke (lift amount) is required. That is, since vibration during idling is large, it is necessary to use VSV with a large valve stroke in order to correspondingly change the pressure in the gas chamber.

However, when a VSV having such a large valve stroke is used, there is originally a delay in the intake air, and vibration caused in the engine rotation speed range higher than the idle rotation speed range is caused. There was a problem that it could not follow.

Therefore, the present invention has been made in order to solve such a problem, and in addition to the idle rotation speed range during idle operation, a wide range of engine rotation speeds including a higher engine rotation speed range during vehicle running. It is an object to provide an electronically controlled engine mount device capable of reducing the vibration generated in the region.

[0007]

According to the electronically controlled engine mount device of the present invention, the volume of the air chamber of the engine mount in which air is sealed is changed by the input vibration from the vehicle body and the engine, and the gas chamber is also changed. The main liquid chamber and the sub liquid chamber, which are provided adjacent to each other and in which an incompressible fluid is sealed, are communicated with each other through a communication hole, and their volumes are changed by input vibration from the vehicle body and the engine. At this time, the control means selectively drives the plurality of pressure switching means in accordance with the explosion vibration of the engine, and accordingly, the pressure in the gas chamber is controlled to a predetermined negative pressure or atmospheric pressure supplied from the engine. It Therefore, the vibration transmission characteristics of the engine mount are optimized, that is, the engine noise in the high frequency band caused by the vibration from the engine is reduced by the effect of the enclosed liquid in the liquid ring mount, and the main liquid chamber and the sub liquid chamber Due to the liquid column resonance effect of the communication hole that communicates with, the engine shake in the low frequency band is reduced.

According to another aspect of the electronically controlled engine mount device of the present invention, the plurality of pressure switching means are switching valves having different valve strokes (lift amounts) at the time of pressure switching.
By selectively driving the switching valve having a suitable valve stroke according to the operating state of the engine, it is possible to reduce vibrations that occur in a wide range of engine speeds from idle operation to vehicle traveling. .

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below based on Examples.

FIG. 1 is a schematic diagram showing a structure around an engine to which an electronically-controlled engine mount device according to an embodiment of the present invention is applied. In this embodiment, the electronically controlled engine mount device is applied to the front mount of the engine 10 of the 4-cycle V-6 cylinder gasoline engine type. Between the engine 10 and the vehicle body 1, in addition to the front mount, anti-vibration rubber mounts which are not actively controlled or well-known liquid seal mounts with orifices are arranged at two places such as the rear.

In FIG. 1, the electronically controlled engine mount device is mainly a VA arranged between a stay 1a of a vehicle body 1 and a stay 10a of an engine (internal combustion engine) 10.
CM (negative pressure type active control engine mount) 4, ECU (Electron) for controlling the V-ACM 4
ic Control Unit: 30, engine 1
A rotation angle sensor 7, which is connected to a crankshaft 0 (not shown) and outputs a rotation angle signal Ne related to its rotation speed, a crank angle [° CA
(Crank Angle)] reference position signal G related to the reference position
It is composed of a reference position sensor 8 which outputs 2. The rotation angle sensor 7 and the reference position sensor 8 are a kind of magnet pickup.

The rotation angle signal Ne from the rotation angle sensor 7 and the reference position signal G2 from the reference position sensor 8 are input to the ECU 30, respectively. Also, the engine 10
Drive voltage VLout from the ECU 30 according to the operating state of
, VHout are VSVL (vacuum switching valve compatible with low frequency high lift) 2L, VSVH (high frequency low lift) as a 3-port 2-position switching valve which is an inexpensive negative pressure actuator connected to the V-ACM 4, as will be described later. It is selectively input to the corresponding vacuum switching valve) 2H.

An air cleaner 51 is provided on the most upstream side of the intake pipe 3, and a hot-wire type air flow meter 52 for outputting an intake air amount signal QA related to the intake air amount is provided downstream thereof.
Is provided, and the intake air amount signal Q from the air flow meter 52
A is input to the ECU 30. On the downstream side, the throttle valve 53 is bypassed to control the air amount,
A well-known ISC (Idle) that maintains the idle rotation speed during idle operation at a predetermined rotation speed by a control signal from U30
Speed Control: IS for idle speed control
A C valve 54 is provided.

Then, the throttle valve 5 in the intake pipe 3
The intake air that has passed through 3 or the ISC valve 54 is introduced into each cylinder of the engine 10 through the surge tank 55 and the intake manifold 3a. Furthermore, engine 1
No. 0 cylinder housing has a water temperature sensor 56, and the cooling water temperature signal THW from the water temperature sensor 56 is sent to the ECU.
It is input to 30.

Further, an A / T (automatic transmission) (not shown) has a shift position of N (neutral range) or D.
A / T range SW that outputs a neutral safety switch signal NSW that indicates that it is in (drive range)
(Switch) 57, it is turned on for an air conditioner not shown
Air-conditioner signal A indicating (ON) / OFF (OFF) state
An air conditioner SW (switch) 58 that outputs / C is provided. Then, the neutral safety switch signal NSW from the A / T range SW57 and the air conditioner SW5
The air conditioner signals A / C from 8 are input to the ECU 30, respectively.

Next, the detailed structure of the V-ACM 4 and its peripheral devices will be described with reference to the sectional view of FIG.

In FIG. 2, a disc 12 is joined to the upper end of a mount rubber (anti-vibration rubber) 11 made of a thick elastic body having a dome shape that opens downward from the V-ACM 4. A bolt 13 protruding upward for mounting and fixing the engine 10 at the center of the disc 12 and a rotation stop pin 14 for the engine 10 are press-fitted around the bolt 13. Below the substantially cylindrical side member 15 joined to the lower periphery of the mount rubber 11 made of a thick elastic body having a dome shape that opens downward of the V-ACM 4, a partition member 24 having a thin center is provided below the side member 15. Has been inserted. Above the partition member 24, a thin rubber film member 25 is held at its peripheral edge by a ring-shaped plate 26 and fixed by a plurality of bolts 27.

Further, a rubber film member 28 having a thin center and a convex shape is inserted below the partition member 24, and the bottom member 29 serves to lower the side member 15 and the lower ends of the mount rubber 11, the partition member 24 and the rubber film member 28. The circumference of the circle is fixed by simultaneous crimping. Further, a bolt 18 protruding downward for connecting and fixing to the vehicle body 1 at the center of the bottom member 29, and a rotation preventing pin 19 for the vehicle body 1 is press-fitted around the bolt 18, respectively.

With such a structure, the mount rubber 11
An incompressible fluid is enclosed in the space closed by the rubber film member 25 and an air chamber A is formed in the space closed by the rubber film member 25 and the partition member 24. Further, a non-compressible fluid is enclosed in the space closed by the partition member 24 and the rubber film member 28 to form a sub liquid chamber Y. Then, the main liquid chamber X and the sub liquid chamber Y are communicated with each other by the throttle flow passage Z formed on the outer peripheral edge of the partition member 24, and the main liquid chamber X that is deformed in response to the vibration input passes through the throttle flow passage Z and is subordinate. By circulating an incompressible fluid in the liquid chamber Y, a vibration damping effect is obtained.

An air passage pipe 20 communicating with the outside is connected to the air chamber A which is closed by the thin rubber film member 25 and the partition member 24 of this embodiment, and the air passage pipe 20 is connected to the connection pipe. 21 is connected to one end side, and as shown in FIG. 1, the other end side of the connection pipe 21 is branched to VSV.
It is connected to the common port of the three ports L2L and VSVH2H. In addition, VSVL2L, VS
A negative pressure tank 3b for accumulating negative pressure from a surge tank 55 on the upstream side of the intake manifold 3a of the engine 10 by a check valve (not shown) at the other two ports of the VH2H.
A negative pressure introduction pipe 22 connected to the air cleaner 51 and an atmosphere introduction pipe 23 for introducing air (atmospheric pressure) in the intake pipe 3 upstream of the throttle valve 53 through the air cleaner 51 are branched and connected.

As described above, the V-AC is applied to the gasoline engine.
When M4 is used, the intake pipe negative pressure is used as a negative pressure source, and VSVL2L, VSV connected to V-ACM4.
At H2H, the atmospheric pressure and the negative pressure are alternately switched, so that the outside air flows into the intake pipe 3. Therefore, in order not to affect the A / F (air-fuel ratio) of the engine 10, it is necessary to take the air (atmospheric pressure) in the intake pipe 3 from between the air flow meter 52 and the throttle valve 53.

In this embodiment, V-ACM4
Based on the drive voltages VLout and VHout from the ECU 30, VSVL2L and VSVH2H connected to the air chamber A are turned ON / OF as described later to reduce power consumption.
F control is performed, atmospheric pressure is introduced when it is “ON”, and negative pressure is introduced when it is “OFF”, and the air chamber pressure P of the air chamber A is switched to a predetermined negative pressure or atmospheric pressure.

In this embodiment, VSVL2L and VSVH2H are ON / OFF controlled with the optimum delay time Δθ and the optimum duty ratio Duty linked to the engine vibration to switch between the negative pressure and the atmospheric pressure, whereby the air chamber A is cooled. The pressure is optimally controlled. The hydraulic pressure of the main liquid chamber X can be controlled according to the pressure change of the air chamber A, and the vibration transmission characteristics (dynamic spring constant and damping coefficient) of the V-ACM 4 can be optimized to significantly cut off engine vibration. . Further, since the liquid sealing method with an orifice is applied in this embodiment, it is possible to achieve the reduction of engine shake in the low frequency band and the reduction of the engine noise in the high frequency band due to the reduction of the dynamic spring constant by the orifice effect. You can

Next, VSVL2L and VSVH2H used in the electronically controlled engine mount device of this embodiment will be described with reference to FIG. Here, FIG. 3A is a cross-sectional view showing the configuration of the main part of VSVL2L, and FIG.
It is sectional drawing which shows the principal part structure of SVH2H.

The VSVL2L shown in FIG. 3 (a) is a switching valve composed of a low frequency high lift compatible vacuum switching valve, and the VSVH2H shown in FIG. 3 (b) is
It is a switching valve consisting of a vacuum switching valve for high frequency and low lift. These VSVL2L, VSV
H2H is the coil 2La, 2 from the ECU 30.
The movable parts 2Lb and 2Hb are movable in the axial direction based on the drive voltages VLout and VHout input to Ha, and a negative pressure or an atmospheric pressure is applied to the air chamber A of the V-ACM 4 according to the operating state of the engine 10. It is configured as a magnetic drive circuit for sending out. And VSVH2H is VSVL
Since the valve stroke (lift amount) is set smaller than that of 2L, the mechanical response of the movable portion 2Hb is improved, and the inductance is reduced due to the decrease in the number of turns of the coil 2Ha, so that the electrical response is obtained. Is improved.

FIG. 4 is a block diagram showing the electrical construction of the electronically controlled engine mount device according to one embodiment of the present invention. A four-cycle V to which the electronically controlled engine mount device of this embodiment is applied. Explanation will be given with reference to the time chart of FIG. 5 showing each signal waveform in the engine 10 of the type 6 cylinder gasoline engine type.

In FIG. 4, an ECU 30 includes a CPU 31 as a central processing unit that executes various known arithmetic processes,
Data bus 32, timer 33, waveform shaping IC 34, counter 35, I / O port 36, analog input port 3
8, an A / D conversion circuit 39, a RAM 40 for temporarily storing processing data of the CPU 31, a ROM 41 for storing a control program of the CPU 31, an I / O port 42, an actuator drive circuit 43, and a power supply circuit 44. When the key switch 45 is turned on, electric power from the battery 46 is supplied to the power supply circuit 44 and the ECU 30 is activated.

The rotation angle signal Ne from the rotation angle sensor 7 and the reference position signal G2 from the reference position sensor 8 are
The waveform shown in FIG. 5 (a) is input to the waveform shaping IC 34. The waveform shaping IC 34 shapes the rotation angle signal Ne and the reference position signal G2 into the rectangular wave shown in FIG. 5 (b), and then the I / O port. It is output to the data bus 32 via 36. Further, the rotation angle signal Ne after waveform shaping is the counter 3
5 is counted and the count value is counted by the data bus 3
2 is output. On the other hand, the intake air amount signal QA from the air flow meter 52 and the cooling water temperature signal TH from the water temperature sensor 56.
Each W is input to the A / D conversion circuit 39 from the analog input port 38, and output to the data bus 32 after A / D conversion.

Further, the neutral safety switch signal NSW from the A / T range SW57 and the air conditioner SW5
Air conditioner signal A / C from 8 is I / O port 3 respectively
It is output to the data bus 32 via 6. Although the acceleration sensor that outputs the acceleration signal according to the vibration generated in the vehicle body 1 is not used in the present embodiment, the vibration acceleration g applied to the V-ACM 4 is estimated as shown in FIG. 5C. .

The CPU 31 performs calculation based on the estimated vibration acceleration g, and selectively outputs control signals SLout and SHout to the actuator drive circuit 43 via the I / O port 42 according to the engine rotation speed N, as described later. Output to. The actuator drive circuit 43 is supplied with electric power from the battery 46 and outputs drive voltages VLout and VHout based on the control signals SLout and SHout to VSVL2L and VSVH2.
Selectively output to H coils 2La and 2Ha, and VSVL
2L and VSVH2H are ON / OFF controlled. In addition,
When these VSVL2L and VSVH2H are "ON", the atmospheric pressure from the intake pipe 3 and when they are "OFF", the negative pressure from the negative pressure tank 3b is introduced into the air chamber A of the V-ACM 4.

Next, taking as an example the engine 10 which is a 4-cycle V-type 6-cylinder gasoline engine type of the present embodiment, the process from when the vibration is input from the engine 10 until it is attenuated by the V-ACM 4 is shown in FIG. This will be described with reference to the time chart.

In a 4-cycle 6-cylinder engine, the crankshaft of the engine 10 rotates twice at 720 [° CA] six times,
That is, since the explosion stroke is performed once every 120 [° CA], the vibration caused by the explosion of the engine 10 (engine explosion primary vibration) is a substantially sine wave having one cycle of 120 [° CA]. Can be approximated. This vibration is transmitted to the vehicle body 1 side through the V-ACM 4 and together with the vibration caused by traveling of the vehicle. In the present embodiment, as described above, the acceleration sensor that outputs the acceleration signal according to the vibration generated in the vehicle body 1 is not used, but as shown in FIG.
The vibration acceleration g applied to the ACM 4 is estimated by the CPU 31.

In FIG. 5 (c), the vibration acceleration g
At the maximum value MAX of V, the mount rubber 11 is bent downward due to the vibration in the compression direction being input from the engine 10 to the V-ACM 4, and at the minimum value MIN of the vibration acceleration g, the V-ACM.
It is assumed that the mounting rubber 11 is bent upward due to the vibration in the extending direction being input to the mount 4.

Based on this vibration acceleration g, the ECU 30
During idle operation, the vibration from the engine 10 is VA
In order to reduce with CM4, anti-phase control (vibration reduction control) is performed to improve the vibration transfer characteristics (dynamic spring constant and damping coefficient) of V-ACM4. That is, as shown in FIG. 5D, when the vibration acceleration g is larger than the neutral point 0, VSVL2
Drive voltage VLout for turning off L and VSVH2H
, VHout are output, and when the vibration acceleration g is smaller than the neutral point 0, VSVL2L and VSVH2H are turned “ON”.
The drive voltages VLout and VHout that cause the output are output.

With this control, when the vibration acceleration g is large, VSVL2L and VSVH2H are "OFF".
Therefore, the air chamber A is in communication with the negative pressure tank 3b, and the air chamber pressure P becomes a predetermined negative pressure in the negative pressure tank 3b. When the vibration acceleration g is small, VSVL2
Since L and VSVH2H are "ON", the air chamber A is open to the atmosphere and its pressure P is substantially atmospheric pressure.

By the way, due to the input vibration from the engine 10, the V-ACM 4 receives a downward force when the mount rubber 11 bends downward, and an upward force when the mount rubber 11 bends upward. Receive. On the other hand, V-AC
M4 generates a downward force when a negative pressure is introduced into the air chamber A, and an upward force when an atmospheric pressure is introduced. That is, the mount rubber 11 receives the resultant force of the vibration of the Enshin and the air pressure of the air chamber A. Where VSV
Since L2L and VSVH2H are switched at the optimum timing and time width in association with the engine vibration, the pressure in the air chamber A is optimally controlled, and the resultant force between the engine vibration and the air pressure is optimized, and the bottom portion of the V-ACM4 on the vehicle body side is optimized. It is transmitted to the material 17. As a result, the vibration from the engine 10 is V-ACM.
4 greatly reduces.

The drive voltage VLout shown in FIG.
, VHout is an ON / OFF rectangular wave,
The air chamber pressure P shown in (e) has a substantially trapezoidal wave shape due to factors such as rising and falling responsiveness of the internal air pressure. Also,
When the engine speed increases, this pressure waveform becomes a substantially triangular shape. Ideally, it is preferable that the pressure waveform of the air chamber pressure P be a substantially sine wave, but according to the experimental results of the inventors, even a substantially trapezoidal wave shape or a substantially triangular wave shape can sufficiently reduce the vibration from the engine 10. I was able to get the effect.

FIG. 6 shows an E used in the electronically controlled engine mount device according to one example of the embodiment of the present invention.
8 is a flowchart showing a processing procedure of reverse phase control (vibration reduction control) of the CPU 31 in the CU 30, which will be described with reference to the map of FIG. 7. This routine is executed every predetermined time. Here, FIG. 7A is a map selected by the cooling water temperature signal THW and the air conditioner signal A / C.
(B) shows the map contents for calculating the delay time Δθ and the duty ratio Duty from the engine rotation speed N. In FIG. 7B, the engine speed N is 50 [rp
m] and the intermediate delay time Δθ and duty ratio Duty are calculated by linear interpolation.

In FIG. 6, first, step S101.
Then, the rotation angle signal Ne from the rotation angle sensor 7, the reference position signal G2 from the reference position sensor 8, the A / T range SW57.
The neutral safety switch signal NSW from is input. Next, the process proceeds to step S102, and the current engine rotation speed N is calculated from the rotation angle signal Ne. Next, in step S103, it is determined whether the neutral safety switch signal NSW is "OFF" and represents the D range (including the L, 2nd, R ranges). When the determination condition of step S103 is satisfied, the routine proceeds to step S104, where the engine rotation speed N is, for example, 500 [rpm] or higher than a first predetermined rotation speed N1 and the engine rotation speed N is, for example, 1000 [rp].
m] is determined to be equal to or lower than a second predetermined rotation speed N2. When the determination condition of step S104 is satisfied, it is determined that the idling operation is being performed, and the idling vibration reduction process is executed after step S105.

In step S105, the reference position signal G2
It is determined whether or not it has just been input. Step S1
If the determination condition of 05 is satisfied and the reference position signal G2 is just input, the process proceeds to step S106, where the cooling water temperature signal THW from the water temperature sensor 56 and the air conditioner SW5.
The air conditioner signal A / C from 8 is input. Next, in step S107, it is determined whether the cooling water temperature signal THW is equal to or lower than the preset cooling water temperature THWth. When the determination condition of step S107 is satisfied and it is cold, the process proceeds to step S108, and it is determined whether the air conditioner signal A / C is "ON". When the determination condition of step S108 is satisfied and the air conditioner is "ON", the process proceeds to step S109, and the CN map when the cold air conditioner is ON, which is stored in advance in the ROM 41, is selected (FIG. 7A). reference). On the other hand, when the determination condition of step S108 is not satisfied and the air conditioner is "OFF", the process proceeds to step S110, and the CF map when the cold air conditioner is OFF, which is stored in advance in the ROM 41, is selected (FIG. 7). (See (a)).

On the other hand, when the determination condition of step S107 is not satisfied and the engine is warming up, the routine proceeds to step S111, where it is determined whether the air conditioner signal A / C is "ON". When the determination condition of step S111 is satisfied and the air conditioner is "ON", the process proceeds to step S112 and R
The HN map when the warm-up air conditioner is ON, which is stored in advance in the OM 41, is selected (see FIG. 7A). on the other hand,
When the determination condition of step S111 is not satisfied and the air conditioner is “OFF”, the process proceeds to step S113,
An HF map when the warm-up air conditioner is OFF, which is stored in advance in the ROM 41, is selected (see FIG. 7A). It should be noted that these maps have been prepared in advance by an actual vehicle experiment or the like by adaptation so that the vibration at the measurement point (for example, the steering wheel position of the vehicle) is minimized for each engine rotation speed N.

After each map corresponding to the cooling water temperature signal THW and the air conditioner signal A / C is selected in step S109, step S110, step S112 or step S113, the process proceeds to step S114 and the selected map shown in FIG. ), The delay time Δθ and the duty ratio Duty as the control phase according to the engine rotation speed N are calculated. Next in step S115
And the delay time Δθ and the duty ratio Duty already stored in the RAM 40 are changed to step S114.
It is updated to the new calculated value calculated in. Here, the determination condition of step S105 is not satisfied, and the reference position signal G2
If it is not immediately after the input of, the steps S106 to S115 are skipped and the delay time Δθ and the duty ratio Duty are not updated.

Next, in step S116, it is determined whether the engine speed N calculated in step S102 is less than a preset engine speed Nα. This engine rotation speed Nα is a threshold value for switching control between the switching valve VSVL2L corresponding to the low frequency high lift and the switching valve VSVH2H corresponding to the high frequency low lift, and N1 ≤ Nα ≤ N2. Step S
When the determination condition of 116 is satisfied and the engine rotation speed N is lower than the engine rotation speed Nα, which is low, step S117.
The control signal SLout for VSVL2L in which the delay time Δθ and the duty ratio Duty in the RAM 40 are added, and the control signal SHout for VSVH2H is set to “0 (zero: (the duty ratio Duty is 0 [%], That is, the output process of "OFF)" is executed, and this routine ends. That is, the delay time Δθ
The duty ratio Duty is updated to the optimum value every time the reference position signal G2 is input.

On the other hand, when the determination condition of step S116 is not satisfied and the engine speed N is as high as the engine speed Nα or higher, the process proceeds to step S118 and the RAM 40
The calculation / output process of the control signal SHout for VSVH2H in which the delay time Δθ and the duty ratio Duty are added, and the output process for setting the control signal SLout for VSVL2L to “0 (zero)” are executed, and this routine is ended.

On the other hand, when the determination condition of step S103 is not satisfied and the neutral safety switch signal NSW is "ON" and represents the N range (including the P range), or the determination condition of step S104 is not satisfied. When the engine rotation speed N is, for example, less than 500 [rpm] during starting or during non-idle operation exceeding 1000 [rpm], the process proceeds to step S119.
In step S119, the air chamber pressure P in the air chamber A of the V-ACM 4 is set to a negative pressure VSVL2L, VSVH2H.
Both the control signals SLout and SHout for
The output process "(zero)" is executed, and this routine ends.

The control signal SLou created in this way
Based on t and SHout, the coils 2La and 2Ha of the VSVL2L and VSVH2H from the actuator drive circuit 43 are
Drive voltages VLout and VHout having a rectangular wave are selectively output to the VSVL2L or VSVH2 depending on the output.
H is ON / OFF controlled in conjunction with engine vibration, V
The air chamber pressure P in the air chamber A of the ACM 4 is changed as desired.

By the above-mentioned switching control, a low engine speed range (N1 ≤ N) that requires a large force at a low frequency is required.
≦ Nα), VSVL2L is driven, and a high engine speed range (N) requiring a small force in spite of high frequency (N
When α <N ≦ N2), VSVH2H is driven. As a result, it is possible to reduce the idle vibration in the low engine speed range to the muffled sound when the vehicle is running (medium speed) in the high engine speed range.

As described above, the electronically controlled engine mount device according to the present embodiment is arranged between the vehicle body 1 and the engine 10 and is filled with air so that the volume thereof is changed by the input vibration from the vehicle body 1 and the engine 10. A chamber A, a main liquid chamber X adjacent to the air chamber A, in which a non-compressible fluid is enclosed via a rubber film member 25 as an elastic film member, and the volume of which is changed by input vibration from the vehicle body 1 and the engine 10, Adjacent to the chamber A, an incompressible fluid is enclosed via a partition member 24, and the volume is allowed to be communicated with the main liquid chamber X via a throttle channel Z as a communication hole formed in the partition member 24. Secondary liquid chamber Y
And a V-ACM (negative pressure type active control engine mount) 4 having the following, and a plurality of units that are connected to the V-ACM 4 and can switch the pressure in the air chamber A to a predetermined negative pressure or atmospheric pressure supplied from the engine 10. The ECU 3 which is capable of changing the vibration transfer characteristic of the V-ACM 4 by selectively driving the pressure switching means and the plurality of pressure switching means in accordance with the explosion vibration of the engine 10 to control the pressure in the air chamber A.
And the control means achieved at 0.

That is, the volume of the air chamber A in which the air of the V-ACM 4 is enclosed is changed by the input vibration from the vehicle body 1 and the engine 10, and the incompressible fluid is provided adjacent to the air chamber A and enclosed. The volumes of the main liquid chamber X and the sub liquid chamber Y, which are communicated with each other through the throttle channel Z, are changed by the input vibration from the vehicle body 1 and the engine 10. At this time, a plurality of pressure switching means are selectively driven according to the explosion vibration of the engine 10, and the pressure in the air chamber A is accordingly changed.
It is controlled so as to be a predetermined negative pressure or atmospheric pressure supplied from 0. Therefore, the vibration transfer characteristics of the V-ACM 4 are optimized, that is, the engine noise in the high frequency band resulting from the vibration from the engine 10 can be reduced by the effect of the enclosed liquid of the liquid ring mount, and further, the main liquid Due to the liquid column resonance effect of the throttle channel Z that connects the chamber X and the sub liquid chamber Y, it is possible to reduce engine shake in the low frequency band.

Further, the plurality of pressure switching means of the electronically controlled engine mount device of the present embodiment are VSVL (low frequency high lift compatible vacuum switching) as two switching valves having different valve strokes (lift amounts) at the time of pressure switching. Valve) 2L, VSVH (vacuum switching valve corresponding to high frequency low lift) 2H.

That is, VSVL2L and VSVH2H are
Since the valve strokes at the time of pressure switching are different from each other, it is possible to control from a low frequency by VSVL2L (small engine speed) to a high frequency by VSVH2H (high engine speed). Therefore, the VSVL having a valve stroke suitable for the operating state of the engine.
By selectively driving 2L and VSVH2H, it is possible to achieve reduction of vibrations that occur in a wide range of engine rotation speeds from idle operation to vehicle traveling.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a configuration around an engine to which an electronically controlled engine mount device according to an example of an embodiment of the present invention is applied.

FIG. 2 is a sectional view showing a detailed configuration of a V-ACM and its peripheral devices in an electronically controlled engine mount device according to an example of an embodiment of the present invention.

FIG. 3 is a diagram illustrating VSVL, V in an electronically controlled engine mount device according to an example of an embodiment of the present invention.
It is sectional drawing which shows the detailed structure of SVH.

FIG. 4 is a block diagram showing an electrical configuration of an electronically controlled engine mount device according to an example of an embodiment of the present invention.

FIG. 5 is a time chart showing each signal waveform in the engine to which the electronically controlled engine mount device according to one example of the embodiment of the present invention is applied.

FIG. 6 is an EC used in an electronically controlled engine mount device according to an example of an embodiment of the present invention.
It is a flow chart which shows a processing procedure of CPU in U.

FIG. 7 is a map used in FIG.

[Explanation of symbols]

1 vehicle body 2L VSVL (vacuum switching valve for low frequency high lift) 2H VSVH (vacuum switching valve for high frequency low lift) 4 V-ACM (negative pressure type active control engine mount) 7 rotation angle sensor 8 reference position sensor 10 engine (internal combustion) 24) Partition member 25 Rubber film member (elastic film member) 30 ECU (electronic control unit) A Air chamber (gas chamber) X Main liquid chamber Y Sub liquid chamber Z Throttle channel (communication hole)

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3D035 CA05 CA35                 3J047 AA03 CA04 CA15 CB08 CB09                       FA02

Claims (2)

[Claims] 1. A gas chamber, which is disposed between a vehicle body and an engine, is filled with gas and whose volume is changed by input vibration from the vehicle body and the engine, and an elastic film member adjacent to the gas chamber via an elastic film member. A main liquid chamber in which an incompressible fluid is enclosed and whose volume is changed by an input vibration from the vehicle body and the engine, and the incompressible fluid is enclosed via a partition member adjacent to the gas chamber and the partition member An engine mount having a sub liquid chamber that is in communication with the main liquid chamber through a communication hole formed in and is allowed to change in volume, and is connected to the engine mount, and the pressure in the gas chamber is supplied from the engine. A plurality of pressure switching means that are switchable to a predetermined negative pressure or atmospheric pressure, and a plurality of pressure switching means are selectively driven according to the explosion vibration of the engine to control the pressure in the gas chamber. Be provided with a said engine mount freely control means changes the vibration transmission characteristic of the electronic control engine mount unit according to claim. 2. The electronically-controlled engine mount device according to claim 1, wherein the plurality of pressure switching means are composed of a plurality of switching valves having different valve strokes at the time of pressure switching.