JP2005280687A - Vibrationproofing control device of engine and vibrationproofing control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To save fuel consumption to the utmost while preventing excessive increase of engine vibration even in the case when an active type vibrationproofing support device fails. <P>SOLUTION: A cylinder resting control ECU 52 can save the fuel consumption by allowing cylinder cut-off driving when the engine vibration does not exceed an allowable area even without driving the active type vibrationproofing support device M as a control region to allow the cylinder cut-off driving is reduced without uniformly prohibiting the rested cylinder driving of the engine when the active type vibrationproofing support device M to support the engine capable of resting a cylinder on the3 vibrationproofing control device of the engine. Additionally, it is possible to save the fuel consumption by allowing fastening of a lockup clutch C when the engine vibration does not exceed the allowable area even when the active type vibrationproofing support device M is not driven as the control region to allow the fastening is reduced without uniformly prohibiting the fastening of the lockup clutch C when the active type vibrationproofing support device M to support the engine connected to a transmission through a torque converter having the lockup clutch C. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention supports an engine capable of all-cylinder operation and non-cylinder operation, or an engine connected to a transmission via a torque converter having a lock-up clutch on a vehicle body frame via an active vibration isolation support device. An anti-vibration control device for an engine that suppresses transmission of engine vibration to the vehicle body frame by the anti-vibration support device, and an anti-vibration device for a vehicle in which a vibration body that operates based on a control signal from the control means is supported on the vehicle body frame And a control device.

  Such an active vibration isolating support device is known from Patent Document 1 below.

This active vibration isolating support device calculates a crank angular speed from a time interval of a crank pulse output at every predetermined rotation angle of the crankshaft, calculates a crankshaft torque from a crank angular acceleration obtained by time-differentiating the crank angular speed, The vibration state of the engine is estimated as a torque fluctuation amount, and the vibration control function is exhibited by controlling energization to the coil of the actuator according to the vibration state of the engine.
JP 2003-113892 A

  By the way, an engine capable of switching between the all-cylinder operation state and the non-cylinder operation state has a characteristic that the engine vibration increases because the explosion interval of the cylinder with respect to the same engine speed increases in the idle operation state. The engine connected to the transmission via the provided torque converter has a characteristic that the engine vibration increases because the buffer effect of torque fluctuation by the torque converter disappears when the lockup clutch is engaged.

  Even if engine vibration increases due to engine idle operation or lock-up clutch engagement, a sufficient anti-vibration effect can be obtained if the active anti-vibration support device functions normally. If the engine idle cylinder operation or the lock-up clutch is engaged while the support device is out of order, the engine vibration may increase to an unacceptable magnitude.

  Therefore, in the past, when the active anti-vibration support device broke down, it was decided to give up on savings in fuel consumption, and to prevent the engine vibration from increasing by stopping the engine from resting and engaging the lock-up clutch. Was.

  However, even if the active vibration isolating support device fails, there is a control region in which the cylinder can be stopped and the lock-up clutch can be engaged depending on the operating state of the engine. Uniform banning is not a good way to save fuel consumption.

  The present invention has been made in view of the above-described circumstances. Even when the active vibration isolating support device fails, the fuel consumption is reduced to the maximum while preventing an excessive increase in engine vibration, and the vibration of the vehicle is reduced. The purpose is to minimize the deterioration of the vibration state when the state deteriorates.

  In order to achieve the above object, according to the first aspect of the present invention, an engine capable of all-cylinder operation and rest-cylinder operation is supported on a vehicle body frame via an active vibration isolation support device. An anti-vibration control device for an engine that suppresses transmission of engine vibration to a vehicle body frame by the vibration support device, wherein the active vibration-proof support device is controlled by a control means with a current corresponding to the vibration state of the engine An actuator for suppressing engine vibration by periodically extending and retracting an actuator, wherein when the active vibration isolating support device breaks down, a control area for allowing the cylinder to be idled is reduced. A vibration control device is proposed.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, even when the cylinder deactivation operation is permitted during the failure of the active vibration isolating support device, the engine vibration is a predetermined value. An anti-vibration control device for an engine is proposed which is characterized in that the cylinder deactivation operation is prohibited when the value exceeds.

  According to the invention described in claim 3, the engine connected to the transmission via the torque converter having the lock-up clutch is supported on the vehicle body frame via the active vibration isolating support device, and the active vibration isolating support is supported. An anti-vibration control device for an engine that suppresses transmission of engine vibration to a vehicle body frame by the device. In an apparatus that suppresses vibration by periodically extending and contracting driving, when the active vibration isolating support device breaks down, a control region that permits engagement of a lockup clutch is reduced. A device is proposed.

  According to the invention described in claim 4, in addition to the configuration of claim 3, even when the lockup clutch is permitted to be engaged during the failure of the active vibration isolating support device, the engine vibration is a predetermined value. If this is exceeded, an anti-vibration control device for an engine is proposed which is characterized by prohibiting engagement of the lock-up clutch.

  According to the fifth aspect of the present invention, in the vibration isolation control device for a vehicle in which the vibration body that operates based on the control signal from the control means is supported on the vehicle body frame, the vibration detection that detects the vibration state of the vibration body. There is proposed an anti-vibration control device for a vehicle, characterized in that the control means sets a control signal for the vibrating body based on the vibration state of the vibrating body detected by the vibration detecting means.

  According to the sixth aspect of the invention, in addition to the configuration of the fifth aspect, the vibrating body is an engine capable of all-cylinder operation and non-cylinder operation, and the control means sets an engine control signal. An anti-vibration control device for a vehicle is proposed.

  According to the seventh aspect of the invention, in addition to the configuration of the fifth aspect, the vibrating body is an engine and a driving device that transmits vibrations of the engine to wheels, and the control means is a torque converter of the driving device. An anti-vibration control device for a vehicle is proposed in which a control signal for a lock-up clutch provided in the vehicle is set.

  According to an eighth aspect of the present invention, in addition to the configuration of the fifth aspect, the vibrator is an active type that suppresses vibration by periodically extending and contracting the actuator with a current corresponding to the vibration state. The vibration detection means is a load sensor that is provided in the active vibration isolation support device and detects a load transmitted from the vibration body to the vehicle body frame via the vibration isolation support device. A vehicle anti-vibration control device is proposed.

  According to the ninth aspect of the present invention, in addition to the configuration of the fifth aspect, an active noise reduction device for canceling noise transmitted to the passenger compartment is provided, and the vibration detecting means detects the noise. An anti-vibration control device for a vehicle is proposed.

  The engine E of the embodiment corresponds to the vibrating body of the present invention, and the crank pulse sensor Sa, the load sensor Sa ′ and the noise sensor Sd of the embodiment correspond to the vibration detecting means of the present invention, and the cylinder deactivation control of the embodiment. The ECU 52 and the lockup clutch control ECU 53 correspond to the control means of the present invention.

  According to the configuration of the first aspect, when the active vibration-proof support device that supports the engine capable of all-cylinder operation and rest-cylinder operation on the vehicle body frame fails, the engine rest-cylinder operation is not uniformly prohibited. Because the control range for allowing cylinder-free operation is reduced, it is possible to reduce the fuel consumption by allowing cylinder-free operation when the engine vibration does not exceed the allowable range without driving the active vibration isolating support device. Can do.

  According to the configuration of the second aspect, even if the engine resting operation is permitted during the failure of the active vibration isolating support device, the engine resting operation is prohibited when the engine vibration exceeds a predetermined value. The situation exceeding the value can be surely avoided.

  According to the configuration of claim 3, when the active vibration isolating support device that supports the engine connected to the transmission via the torque converter having the lockup clutch on the vehicle body frame fails, the lockup clutch is uniformly engaged. The control range that permits engagement is reduced without prohibiting the operation, so that even if the active vibration isolating support device is not driven, the lockup clutch is permitted to be engaged when the engine vibration does not exceed the allowable range, and the fuel consumption is reduced. The amount can be saved.

  According to the configuration of claim 4, even if the lock-up clutch is permitted to be engaged during the failure of the active vibration isolating support device, if the engine vibration exceeds a predetermined value, the lock-up clutch is prohibited from being engaged. Can be reliably avoided.

  According to the configuration of the fifth aspect, when the vibration detecting unit detects the vibration state of the vibrating body supported by the vehicle body frame, the control unit sets the control signal of the vibrating body based on the detection result. By switching the operating state of the vibrating body to the low vibration state when the state deteriorates, vibration transmitted from the vibrating body to the vehicle body frame can be minimized.

  According to the configuration of claim 6, since the vibrating body is an engine that can perform all-cylinder operation and rest-cylinder operation, by prohibiting the rest-cylinder operation that easily generates vibration when the vibration state of the engine deteriorates, Vibration transmitted from the engine to the body frame can be minimized.

  According to the configuration of claim 7, since the vibrating body is the engine and the driving device that transmits the vibration of the engine to the wheels, the torque of the driving device that easily generates vibration when the vibration state of the engine and the driving device deteriorates. By prohibiting engagement of the converter lock-up clutch, vibration transmitted from the engine to the vehicle body frame can be minimized.

  According to the configuration of claim 8, since the control of the vibrating body is switched using the output of the load sensor that detects the vibration transmitted from the vibrating body to the vehicle body frame in order to control the operation of the active vibration isolating support device, A special sensor for switching the control of the vibrating body is not required, which can contribute to a reduction in the number of parts.

  According to the configuration of the ninth aspect, since the control of the vibrating body is switched using the output of the noise sensor that detects the noise transmitted from the vibrating body to the vehicle interior in order to control the operation of the active noise reduction device, A special sensor for switching body control is not required, which can contribute to a reduction in the number of parts.

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

  1 to 7 show a first embodiment of the present invention. FIG. 1 is a longitudinal sectional view of an active vibration isolating support device, FIG. 2 is a sectional view taken along line 2-2 of FIG. 1, and FIG. FIG. 4 is an enlarged view of the main part of FIG. 1, FIG. 5 is a block diagram of a control system for the active vibration isolating support device, fuel injection amount control means and lock-up clutch, and FIG. FIG. 7 is a flowchart of an engine vibration calculation routine.

  The active vibration isolating support device M (active control mount: ACM) shown in FIGS. 1 to 4 uses a vehicle frame F as an automobile engine E that can be switched between an all-cylinder operation state and a non-cylinder operation state by a cylinder deactivation system. Used to elastically support. The active vibration isolating support device M has a substantially axisymmetric structure with respect to the axis L, and has an inner cylinder 12 welded to a plate-like mounting bracket 11 coupled to the engine E, and an outer periphery of the inner cylinder 12. The outer cylinder 13 is coaxially arranged, and the upper and lower ends of the first elastic body 14 made of thick rubber are joined to the inner cylinder 12 and the outer cylinder 13 by vulcanization adhesion. A disc-shaped first orifice forming member 15 having an opening 15b in the center, a second orifice forming member 16 having a bowl-shaped cross section with an open upper surface and formed in an annular shape, and a bowl shape having the same upper surface opened The third orifice forming member 17 having an annular shape and formed in an annular shape is integrated by welding, and the outer circumferences of the first orifice forming member 15 and the second orifice forming member 16 are overlapped to form the outer cylinder. 13 is fixed to a caulking fixing portion 13a provided at a lower portion.

  The outer periphery of the second elastic body 18 formed of film-like rubber is fixed to the inner periphery of the third orifice forming member 17 by vulcanization adhesion, and is fixed to the inner periphery of the second elastic body 18 by vulcanization adhesion. The cap member 19 is fixed by press-fitting to the movable member 20 arranged on the axis L so as to be movable up and down. The outer periphery of the diaphragm 22 is fixed to the ring member 21 fixed to the caulking fixing portion 13a of the outer cylinder 13 by vulcanization bonding, and the cap member 23 fixed to the inner periphery of the diaphragm 22 by vulcanization bonding is the movable member. It is fixed to the member 20 by press fitting.

  Accordingly, the first liquid chamber 24 in which the liquid is sealed is defined between the first elastic body 14 and the second elastic body 18, and the second liquid chamber 25 in which the liquid is sealed between the second elastic body 18 and the diaphragm 22. Is partitioned. The first liquid chamber 24 and the second liquid chamber 25 communicate with each other through the upper orifice 26 and the lower orifice 27 formed by the first to third orifice forming members 15, 16, and 17.

  The upper orifice 26 is an annular passage formed between the first orifice forming member 15 and the second orifice forming member 16, and communicates with the first orifice forming member 15 on one side of a partition wall 26a provided in a part thereof. A hole 15a is formed, and a communication hole 16a is formed in the second orifice forming member 16 on the other side of the partition wall 26a. Accordingly, the upper orifice 26 is formed over a substantially one-round range from the communication hole 15a of the first orifice forming member 15 to the communication hole 16a of the second orifice forming member 16 (see FIG. 2).

  The lower orifice 27 is an annular passage formed between the second orifice forming member 16 and the third orifice forming member 17, and the second orifice forming member 16 is connected to the second orifice forming member 16 on one side of a partition wall 27a provided in a part thereof. A communication hole 16a is formed, and a communication hole 17a is formed in the third orifice forming member 17 on the other side of the partition wall 27a. Therefore, the lower orifice 27 is formed over a substantially one-round range from the communication hole 16a of the second orifice forming member 16 to the communication hole 17a of the third orifice forming member 17 (see FIG. 3).

  From the above, the first liquid chamber 24 and the second liquid chamber 25 communicate with each other by the upper orifice 26 and the lower orifice 27 connected in series.

  An annular mounting bracket 28 for fixing the active vibration isolating support device M to the vehicle body frame F is fixed to the caulking fixing portion 13 a of the outer cylinder 13. The movable member 20 is attached to the lower surface of the mounting bracket 28. An actuator housing 30 that constitutes the outline of the actuator 29 for driving is welded.

  A yoke 32 is fixed to the actuator housing 30, and a coil 34 wound around the bobbin 33 is accommodated in a space surrounded by the actuator housing 30 and the yoke 32. A bottomed cylindrical bearing 36 is fitted to the cylindrical portion 32a of the yoke 32 fitted to the inner periphery of the annular coil 34. A disk-shaped armature 38 facing the upper surface of the coil 34 is slidably supported on the inner peripheral surface of the actuator housing 30, and a step portion 38 a formed on the inner periphery of the armature 38 is engaged with the upper portion of the bearing 36. Match. The armature 38 is biased upward by a disc spring 42 disposed between the armature 38 and the upper surface of the bobbin 33, and is positioned by engaging with a locking portion 30 a provided in the actuator housing 30.

  A cylindrical slider 43 is slidably fitted to the inner periphery of the bearing 36, and a shaft portion 20 a extending downward from the movable member 20 loosely penetrates the upper bottom portion of the bearing 36 and is fixed inside the slider 43. Connected to the boss 44. A coil spring 41 is disposed between the upper bottom portion of the bearing 36 and the slider 43, and the bearing 36 is biased upward and the slider 43 is biased downward by the coil spring 41.

  When the coil 34 of the actuator 29 is in a demagnetized state, the elastic force of the coil spring 41 acts downward on the slider 43 slidably supported by the bearing 36 and is disposed between the bottom surface of the yoke 32. The spring force of the coil spring 45 is acting upward, and the slider 43 stops at a position where the spring forces of both the coil springs 41 and 45 are balanced. When the coil 34 is excited from this state and the armature 38 is attracted downward, the coil spring 41 is compressed by being pushed by the stepped portion 38a and sliding the bearing 36 downward. As a result, the elastic force of the coil spring 41 increases and the slider 43 descends while compressing the coil spring 45, so the movable member 20 connected to the slider 43 via the boss 44 and the shaft portion 20a descends, The second elastic body 18 connected to the movable member 20 is deformed downward and the volume of the first liquid chamber 24 is increased. Conversely, when the coil 34 is demagnetized, the movable member 20 rises, the second elastic body 18 is deformed upward, and the volume of the first liquid chamber 24 decreases.

  As shown in FIG. 5, the active vibration isolating support device control ECU 51 is connected to a crank pulse sensor Sa that detects a crank pulse that is output as the crankshaft of the engine E rotates. Control the operation. The crank pulse of the engine E is output 24 times per revolution of the crankshaft, that is, once every 15 ° of the crank angle.

  The cylinder deactivation control ECU 52 that controls the fuel injection amount control means I searches a map for a predetermined operation region of the engine E based on the outputs of the engine speed sensor Sb and the throttle opening sensor Sc, and the engine E performs the predetermined operation. Reduce fuel consumption by allowing idle cylinder operation when in the area. The lockup clutch control ECU 53 that controls the lockup clutch C provided in the torque converter of the transmission searches the map for a predetermined operation region of the engine E based on the outputs of the engine speed sensor Sb and the throttle opening sensor Sc. When the engine E is in the predetermined operating range, the fuel consumption is reduced by permitting the lockup clutch C of the torque converter to be engaged.

  Thus, when low-frequency engine shake vibration is generated while the automobile is running, the first elastic body 14 of the active vibration isolating support device M is deformed by the load input from the engine E, and the first liquid chamber 24 is deformed. When the volume changes, the liquid goes back and forth between the first liquid chamber 24 and the second liquid chamber 25 connected via the upper orifice 26 and the lower orifice 27. When the volume of the first liquid chamber 24 is enlarged / reduced, the volume of the second liquid chamber 25 is reduced / expanded accordingly, but the volume change of the second liquid chamber 25 is absorbed by the elastic deformation of the diaphragm 22. At this time, the shape and size of the upper orifice 26 and the lower orifice 27 and the spring constant of the first elastic body 14 are set so as to exhibit a low spring constant and a high damping force in the frequency region of the engine shake vibration. Vibration transmitted from the engine E to the vehicle body frame F can be effectively reduced.

  In the frequency region of the engine shake vibration, the actuator 29 is kept in an inoperative state.

  When vibration having a higher frequency than the engine shake vibration, that is, vibration during idling due to rotation of the crankshaft of engine E or vibration during cylinder deactivation occurs, the first liquid chamber 24 and the second liquid chamber 25 are connected. Since the liquid in the upper orifice 26 and the lower orifice 27 is in a stick state and cannot exhibit the anti-vibration function, the actuator 29 is driven to exhibit the anti-vibration function.

  Next, the control of the active vibration isolating support device M, the fuel injection amount control means I, and the lockup clutch C will be described.

  In the flow chart of FIG. 6, first, when the active vibration isolating support device control ECU 51 detects a failure of the active vibration isolating support device M in step S1, the cylinder deactivation control ECU 52 detects the engine speed sensor Sb and the throttle opening sensor in step S2. Based on the output of Sc, the map for searching for the control region permitting cylinder deactivation is changed to a map for failure of the active vibration-proof support device M, and the lock-up clutch control ECU 53 controls the engine speed sensor Sb and the throttle opening. Based on the output of the sensor Sc, the map for searching for the control region permitting the engagement of the lockup clutch C is replaced with a map for failure of the active vibration isolating support device M.

  In the map for failure, the control region for permitting cylinder deactivation and the control region for permitting the lock-up clutch C to be engaged are set narrower than the map for normal operation. Even if the cylinder M is deactivated when the device M fails or the lockup clutch C is engaged when the active vibration isolating support device M fails, the vibration of the engine E is not significantly increased.

  As described above, even if the active vibration isolating support device M breaks down and cannot perform the vibration isolating function, the cylinder suspension and the lock-up clutch C are not uniformly prohibited, but the engine vibration may be remarkably increased. By permitting cylinder deactivation and lock-up clutch C to be engaged in a low control range, fuel consumption can be suppressed to the maximum while suppressing an increase in engine vibration.

  In step S3, when the engine E is in the cylinder deactivation state and the lockup clutch C is in the engaged state in step S4, if the actual engine vibration calculated from the crank pulse signal in step S5 exceeds the allowable value, Engagement of the lockup clutch C once permitted is prohibited in step S6. As described above, even if the engagement of the lockup clutch C is once permitted, the increase of the engine vibration can be reliably prevented by prohibiting the engagement of the lockup clutch C when the actual engine vibration exceeds the allowable value. it can.

  If the actual engine vibration calculated from the crank pulse signal in the subsequent step S7 exceeds the allowable value, the cylinder pause once permitted is prohibited in step S8. In this way, even if cylinder deactivation is once permitted, an increase in engine vibration can be reliably prevented by prohibiting cylinder deactivation when the actual engine vibration exceeds an allowable value.

  Next, a method for calculating the magnitude of engine vibration in steps S5 and S7 will be described based on the flowchart of FIG.

First, in step S11, a crank pulse output from the crank pulse sensor Sa every 15 ° of crank angle is read, and in step S12, the read crank pulse is compared with a reference crank pulse (TDC signal of a specific cylinder). To calculate the crank pulse time interval. In the next step S13, the crank angular velocity ω is calculated by dividing the crank angle of 15 ° by the time interval of the crank pulse, and in step S14, the crank angular velocity ω is time-differentiated to calculate the crank angular acceleration dω / dt. In the following step S15, the torque Tq around the crankshaft of the engine E is set as I, and the inertia moment around the crankshaft of the engine E is set as I.
Tq = I × dω / dt
It calculates by. This torque Tq is zero assuming that the crankshaft is rotating at a constant angular velocity ω, but in the expansion stroke, the angular velocity ω increases due to acceleration of the piston, and in the compression stroke, the angular velocity ω decreases due to deceleration of the piston. Since crank angular acceleration dω / dt is generated, torque Tq proportional to the crank angular acceleration dω / dt is generated.

  In the subsequent step S16, the maximum value and the minimum value of the temporally adjacent torques are determined, and in step S17, the deviation of the maximum value and the minimum value of the torque, that is, the active vibration isolating support device that supports the engine E as the amount of torque fluctuation. The amplitude at the position of M, that is, the magnitude of engine vibration can be calculated.

  FIGS. 8 and 9 show a second embodiment of the present invention. FIG. 8 is a block diagram of a control system for an active vibration isolating support device, an active noise reduction device, a fuel injection amount control means, and a lock-up clutch. FIG. 9 is a flowchart of a cylinder deactivation control and lockup clutch control routine.

  5 and 8, the second embodiment is provided with an active noise reduction device control ECU 54 in addition to the active vibration isolation support device control ECU 51. The active noise reduction device control ECU 54 includes: The active noise reduction device (active noise controller: ANC) S is controlled by being connected to a noise sensor Sd that detects noise in the passenger compartment. The active vibration isolation support device control ECU 51 is connected to a load sensor Sa ′ for detecting a load applied to the active vibration isolation support device M in place of the crank pulse sensor Sa of the first embodiment. The active noise reduction device S effectively reduces noise in the passenger compartment by generating sound waves having a phase that cancels out the noise in the passenger compartment detected by the noise sensor Sd. The noise sensor Sd is constituted by a microphone, and the active noise reduction device S is constituted by a speaker. Other configurations of the second embodiment are the same as those of the first embodiment.

  Next, the operation of the second embodiment will be described based on the flowchart of FIG.

  First, if the active noise reduction device S has failed in step S21 or if the active vibration isolation support device M has failed in step S22, the control range of the lockup clutch C or the lockup clutch C is determined in step S23. By changing the slip ratio to the control value for failure and prohibiting cylinder deactivation in step S24, an increase in vibration and noise due to failure of the active noise reduction device S and the active vibration isolation support device M is suppressed.

  When the active noise reduction device S and the active vibration isolating support device M are both normal in steps S21 and S22, the vehicle interior noise detected by the noise sensor Sd in step S25 is greater than a predetermined value, or step S26. When the load of the active vibration isolating support device M detected by the load sensor Sa ′ is larger than a predetermined value, the operating state of the engine E when the load becomes larger than the predetermined value in step S27 is stored. In step S28, the control range of the lockup clutch C or the slip ratio of the lockup clutch C is changed to an excessive input control value.

  Nevertheless, if the excessive input to the active vibration isolating support device M is not resolved in step S29, the cylinder deactivation map corresponding to the operating state of the engine E stored in step S27 is changed in step S30. To do. As a result, it is possible to prevent a situation in which the load detected by the load sensor Sa ′ becomes larger than a predetermined value even though the active vibration-proof support device M is normal.

  Thus, the vibration state and noise state of the vehicle deteriorated from the output of the load sensor Sa ′ for controlling the active vibration-proof support device M and the noise sensor Sd for controlling the active noise reduction device S. Is detected, the cylinder deactivation control and lock-up clutch control of the engine E are changed to suppress vibration and noise, so that not only the increase in vibration and noise can be minimized, but also the vibration state of the vehicle In addition, it is not necessary to provide a special sensor for detecting the deterioration of the noise state, which can contribute to the reduction of the number of parts and the cost.

  As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.

  For example, in the embodiment, both cylinder deactivation control and lock-up clutch control are performed, but only one of them can be performed.

  Further, the active vibration isolating support device M is not limited to the one in which the liquid is enclosed, and may be one using a piezo element.

  Further, the predetermined value used for the determination in steps S25 and S26 in the flowchart of FIG. 8 can be provided with hysteresis.

Longitudinal section of active vibration isolator 2-2 sectional view of FIG. 3-3 sectional view of FIG. 1 is an enlarged view of the main part of FIG. Block diagram of control system for active vibration isolating support device, fuel injection amount control means and lock-up clutch Flow chart of cylinder deactivation control and lockup clutch control routine Flow chart of engine vibration calculation routine Block diagram of control system for active vibration isolating support device, active noise reduction device, fuel injection amount control means and lock-up clutch according to second embodiment of the present invention Flow chart of cylinder deactivation control and lockup clutch control routine

Explanation of symbols

C Lock-up clutch E Engine (vibrating body)
F Body frame M Active vibration isolation support device S Active noise reduction device Sa Crank pulse sensor (vibration detection means)
Sa 'load sensor (vibration detection means)
Sd Noise sensor (vibration detection means)
29 Actuator 52 Cylinder deactivation control ECU (control means)
53 Lock-up clutch control ECU (control means)

Claims (9)

An engine (E) capable of all-cylinder operation and non-cylinder operation is supported on the vehicle body frame (F) via an active vibration isolating support device (M), and the engine vibration is detected by the active vibration isolation support device (M). An anti-vibration control device for an engine that suppresses transmission to the frame (F),
The active vibration isolating support device (M) suppresses vibration by periodically expanding and contracting the actuator (29) with a current corresponding to the vibration state of the engine (E) under the control of the control means.
An anti-vibration control device for an engine, wherein when the active anti-vibration support device (M) breaks down, a control region for permitting the non-cylinder operation of the engine (E) is reduced.   Even when the cylinder resting operation of the engine (E) is permitted during the failure of the active vibration isolating support device (M), the cylinder resting operation is prohibited when the engine vibration exceeds a predetermined value. Item 2. The anti-vibration control device for an engine according to Item 1. An engine (E) connected to a transmission via a torque converter having a lock-up clutch (C) is supported on a vehicle body frame (F) via an active vibration isolation support device (M), and the active vibration isolation support device An anti-vibration control device for an engine that suppresses transmission of engine vibration to the vehicle body frame (F) by (M),
The active vibration isolating support device (M) suppresses vibration by periodically expanding and contracting the actuator (29) with a current corresponding to the vibration state of the engine (E) under the control of the control means.
An anti-vibration control device for an engine, wherein when the active anti-vibration support device (M) breaks down, a control region for permitting engagement of the lockup clutch (C) is reduced.   Even when the lockup clutch (C) is permitted to be engaged during the failure of the active vibration isolating support device (M), the lockup clutch (C) is prohibited from being engaged when the engine vibration exceeds a predetermined value. The anti-vibration control device for an engine according to claim 3, In a vibration isolating control device for a vehicle in which a vibrating body that operates based on a control signal from the control means (52, 53) is supported on the body frame (F)
Vibration detection means (Sa, Sa ′, Sd) for detecting the vibration state of the vibration body is provided, and the control means (52, 53) is provided for the vibration body (E) detected by the vibration detection means (Sa, Sa ′, Sd). An anti-vibration control device for a vehicle, wherein a control signal for the vibrating body (E) is set based on a vibration state.   The vehicle according to claim 5, wherein the vibrating body is an engine (E) capable of all-cylinder operation and rest-cylinder operation, and the control means (52 sets a control signal for the engine (E). Anti-vibration control device.   The vibrating body is an engine (E) and a driving device that transmits vibrations of the engine (E) to wheels, and the control means (53) receives a control signal of a lockup clutch (C) provided in a torque converter of the driving device. The anti-vibration control device for a vehicle according to claim 5, wherein the anti-vibration control device is set. The vibrating body is supported by the vehicle body frame (F) via an active vibration isolating support device (M) that suppresses vibration by periodically extending and contracting the actuator (29) with a current according to the vibration state. And
The vibration detection means (Sa ') is a load sensor that is provided in the active vibration isolating support device (M) and detects a load transmitted from the vibrating body to the vehicle body frame (F). Item 6. The vehicle vibration control device according to Item 5. An active noise reduction device (S) that cancels noise transmitted to the passenger compartment,
6. The vibration control device for a vehicle according to claim 5, wherein the vibration detecting means (Sd) detects the noise.

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