JP2009226967A - Engine vibration damping system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine vibration damping system for suppressing the vibration of an engine independently of any direction and the magnitude of torque. <P>SOLUTION: The engine vibration damping system 10 includes at least one shaft motor 1 as an actuator for suppressing the propagation of the vibration of the engine to a vehicle body, the shaft motor 1 consisting of a shaft having a plurality of permanent magnets arranged side by side in the axial direction, and an electromagnetic coil arranged therearound. One of the shaft and the electromagnetic coil is connected to the engine 11 via a spherical joint 23, and the other is connected to the vehicle body 12 via the spherical joint 23. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an engine damping system that suppresses propagation of engine vibration mounted on a vehicle to a vehicle body, and particularly suppresses engine vibration in any direction and regardless of the magnitude of torque. It relates to what can be done.

  As schematically shown in FIG. 1, the engine 11 is normally supported by the vehicle body 12 via an engine mount 13 made of an elastic body. The engine mount 13 is mounted in addition to the function of supporting the engine 11. For the purpose of reducing the vibration related to the comfort, the noise in the vehicle, etc., the vibration transmission of the engine 11 to the vehicle body is reduced, and furthermore, the vibration of the engine 11 itself is suppressed.

  If it is necessary to further reduce the vibration related to ride comfort and the noise of the vehicle interior, as shown in the schematic diagram of FIG. 2, some engine mounts and actuators such as voice coils are built in. The active control mount 14 (hereinafter referred to as “ACM”) is also replaced. The engine 11 is supported by the ACM 14 and the engine mount 13, and the ACM 14 is electrically driven to actively control the vibration. The effect and the soundproofing effect are also increased.

  In recent years, as the torque of the engine is increased and the output is increased, a vibration damping component called a torque rod is used to suppress the intense vibration of the engine 11 supported by the vehicle body 12 via the engine mount 13. Thus, the torque rod 15 acts to absorb the displacement in the rotational direction of the engine at a position away from the rotational shaft by the elasticity of the rubber member in order to suppress vibration around the rotational shaft of the engine 11. It is.

  However, the above prior art has the following problems. In other words, in an engine damping system using an ACM, the ACM is configured to actively suppress the vibration only when the engine is supported. Therefore, the vibration in the vertical direction can be controlled but the other direction can be controlled. In addition, the torque rod does not perform active control in the first place, and the torque rod under the condition that a large torque is applied, such as the torque at the time of starting. There is a problem that the rubber member is compressed and has high rigidity, and the vibration of the engine is transmitted to the vehicle body as it is and the ride comfort is deteriorated.

  The present invention has been made in view of such problems, and provides an engine damping system capable of suppressing engine vibration in any direction and regardless of the magnitude of torque. Objective.

<1> is an engine damping system that suppresses propagation of vibrations of an engine mounted on a vehicle to a vehicle body.
As an actuator that suppresses the propagation of engine vibration to the vehicle body, it consists of a shaft composed of a plurality of permanent magnets arranged in the axial direction, and an electromagnetic coil arranged around the shaft. And at least one shaft motor configured such that the shaft and the electromagnetic coil can be displaced relative to each other in the axial direction in a non-contact state;
This is an engine damping system in which one of a shaft and an electromagnetic coil is connected to an engine, and the other is connected to a vehicle body via a spherical joint.

  <2> is the engine damping system according to claim 1, wherein the engine is supported by the vehicle body via an engine mount in <1>.

  <3> is either <1> or <2>, wherein both ends of the torque rod elastically deformed in the longitudinal direction are connected to the engine and the vehicle body, and the direction of the torque rod is parallel to the shaft of the shaft motor. The engine damping system according to the description.

  <4> is an engine damping system according to any one of <1> to <3>, in which the engine is supported by at least one ACM.

  <5> In any one of <1> to <4>, at least one of the engine mounts is connected to the liquid chamber in accordance with a volume change of the liquid chamber that changes due to a relative displacement between the engine and the vehicle body. This is an engine vibration control system that is a liquid seal type vibration proof mount that is controlled by viscous resistance or liquid column resonance when flowing in and out through an orifice.

  According to <1>, at least one shaft motor is used as an actuator that suppresses propagation of engine vibration to the vehicle body, and one of the shaft and the electromagnetic coil constituting the shaft motor is connected to the engine. Since the other is connected to the vehicle body, the vibration in any direction of the engine can be absorbed as will be described in detail later. Unlike the torque rod, the engine is controlled by controlling the current flowing through the coil. Active control is possible, and effective control is possible even when the engine is greatly displaced due to high torque.

  According to <2>, since the engine is supported by the vehicle body via the engine mount, the engine can be flexibly supported by the engine mount, thereby effectively making active control by the shaft motor work. Can do.

  According to <3>, both ends of the torque rod that is elastically deformed in the length direction are respectively connected to the engine and the vehicle body, and the direction of the torque rod is arranged in parallel with the shaft of the shaft motor. The displacement of the engine can be limited by the action, and even when the torque rod rubber member is compressed due to a large torque at the time of starting etc. and the rigidity is increased and the damping action of the torque rod is reduced, the action of the shaft motor Thus, this can be compensated for and transmission of engine vibration to the vehicle body can be suppressed.

  According to <4>, since the engine is supported by at least one ACM, the engine can be more effectively damped.

  According to <5>, at least one of the engine mounts has a viscosity when flowing in and out through an orifice connected to the liquid chamber as the volume of the liquid chamber changes due to a relative displacement between the engine and the vehicle body. Since the liquid-sealed anti-vibration mount that suppresses vibration by resistance or liquid column resonance is used, the vibration damping effect of the engine can be further enhanced.

  FIG. 4 is a schematic diagram showing the engine damping system of the first embodiment of the present invention. The engine damping system 10 is provided at an engine mount 13 that supports the engine 11 and at a position away from the engine mount. The shaft motor 1 is configured.

As schematically shown in FIG. 5, the shaft motor 1 includes a shaft 21 configured by arranging a plurality of permanent magnets 25 in the axial direction, and an electromagnetic coil 22 disposed around the shaft 21. The shaft 21 and the electromagnetic coil 22 are configured so as to be capable of relative displacement in the axial direction while maintaining a non-contact state due to the magnetic interaction that occurs in the current flow. That is, the shaft has a structure in which N poles and S poles are joined with permanent magnets, and strong magnetic lines of force are generated from the joint. On the other hand, when a current flows through the electromagnetic coil 22 surrounding the shaft 21, a magnetic field is generated. Generated is a thrust that relatively displaces the shaft 21 and the electromagnetic coil 22 in the axial direction according to Fleming's left-hand rule.

  The shaft motor 1 configured as described above can maintain a non-contact state by mutual magnetic action, and can be relatively displaced in that state. Therefore, the responsiveness is extremely high, and the axial displacement is also small. On the other hand, by controlling the thrust, it has a feature that the spring characteristics can be hardened or softened at any position within the movable range in the relative displacement.

  For example, as shown in FIG. 4, the shaft motor 1 having such a feature is configured such that one of the shaft 21 and the electromagnetic coil 22 is fixed to the engine 11 side and the other is fixed to the vehicle body 12 side. By controlling the current flowing through the motor 22, the relative displacement between the engine 11 and the vehicle body 12 can be interposed as a spring provided between them, and the spring constant can be controlled in real time. A desired vibration damping effect can be obtained.

  Here, the relative displacement between the engine 11 and the vehicle body 12 includes not only the displacement along the axial direction of the shaft motor 1 but also the relative displacement of the component in the in-plane direction orthogonal to the shaft motor 1. The shaft 21 and the electromagnetic coil 22 need to be fixed to the engine 11 or the vehicle body 12 via the spherical joint 23, respectively. With this configuration, even if the direction of the shaft motor changes, The coil 22 can hold these on the same axis without contact.

  In this embodiment, the engine 11 preferably supports the engine mount 13 or all or part of the engine mount 13 in place of the ACM, because the shaft motor 1 does not have a support capability in a direction perpendicular to the engine mount 13. .

  Here, it is preferable that a part or all of the engine mount 13 is constituted by a liquid seal type vibration-proof mount because the vibration damping effect can be enhanced. The liquid-sealed anti-vibration mount has a liquid chamber at least partially surrounded by an elastic body, and the wall of the elastic body moves due to the relative displacement between the engine 11 and the vehicle body 12, and the volume of the liquid chamber changes. It is configured so that the liquid in the liquid chamber can flow in and out through the orifice connected to the liquid chamber, and the damping action can be exhibited by the viscous resistance of the liquid or the liquid column resonance at this time. ing.

  FIG. 6 is a schematic diagram showing an engine damping system according to a second embodiment of the present invention. The engine damping system 30 includes six shaft motors 31A, 31B, and 31C. A pair of shaft motors 31A controls vibrations in the vehicle left-right direction (Y direction). Similarly, a pair of shaft motors 31B includes The pair of shaft motors 31C is configured to control vibration in the height direction (Z direction), respectively, in the vehicle longitudinal direction (X direction).

  One of the shaft 21 and the electromagnetic coil 22 constituting the shaft motors 31A, 31B, and 31C is fixed to the engine 11 and the other to the vehicle body 12 via the spherical joint 23. Therefore, the shaft motor 31A , 31B, 31C, the shaft 21 and the electromagnetic coil 22 can be kept in a non-contact state even with respect to the displacement in the direction crossing the extending direction.

  Further, since the shaft 21 and the electromagnetic coil 22 are configured to be relatively displaceable in the circumferential direction, the shaft 21 and the electromagnetic coil 22 are also smooth with respect to the displacement about the X direction, the Y direction, and the Z direction. Can be followed.

  Here, the engine 11 is supported by the vehicle body 12 via an engine mount 13 (not shown). The engine mount 13 is responsible for the function of supporting the engine 11, and the shaft motors 31A, 31B, and 31C have their own axes. It functions to control vibrations in the direction along the axis.

  As described above, the shaft motors 31A, 31B, and 31C can control the vibration component in the direction along the axis by directing the axis in a desired direction, and respond to vibrations in various directions. Can be used.

It is a schematic diagram showing a conventional engine damping system using an engine mount. It is a schematic diagram which shows the conventional engine damping system using ACM. It is a schematic diagram which shows the conventional engine damping system using a torque rod. It is a mimetic diagram showing an engine damping system of a first embodiment of the present invention. It is a schematic diagram which shows a shaft motor. It is a schematic diagram which shows the engine damping system of 2nd embodiment of this invention.

Explanation of symbols

1 Shaft motor 10 Engine vibration control system 11 Engine 12 Car body 13 Engine mount 14 ACM
15 Torque rod 21 Shaft 22 Electromagnetic coil 23 Spherical joint 25 Permanent magnet 30 Engine vibration damping system 31A, 31B, 31C Shaft motor

Claims (5)

In an engine damping system that suppresses the propagation of engine vibration mounted on a vehicle to the vehicle body,
As an actuator that suppresses the propagation of engine vibration to the vehicle body, it consists of a shaft composed of a plurality of permanent magnets arranged in the axial direction, and an electromagnetic coil arranged around the shaft. And at least one shaft motor configured such that the shaft and the electromagnetic coil can be displaced relative to each other in the axial direction in a non-contact state;
An engine damping system in which one of a shaft and an electromagnetic coil is connected to an engine and the other is connected to a vehicle body via a spherical joint.   The engine damping system according to claim 1, wherein the engine is supported by the vehicle body via an engine mount.   The engine control according to claim 1 or 2, wherein both ends of a torque rod that is elastically deformed in the longitudinal direction are respectively connected to an engine and a vehicle body, and the direction of the torque rod is arranged in parallel to the shaft of the shaft motor. Vibration system.   The engine damping system according to any one of claims 1 to 3, wherein the engine is supported by at least one active control mount.   At least one of the engine mounts is controlled by viscous resistance or liquid column resonance when flowing in and out through an orifice connected to the liquid chamber as the volume of the liquid chamber changes due to relative displacement between the engine and the vehicle body. The engine vibration damping system according to any one of claims 1 to 4, wherein the engine is a liquid ring type vibration proof mount for vibration.

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