JP2010269774A - Active vibration control supporting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an active vibration control supporting device 1 absorbing a transient vibration produced when starting an engine 2 and reducing an uncomfortable feeling given to a driver. <P>SOLUTION: The active vibration control supporting device 1 supports the engine 2 receiving an injector signal for controlling fuel injection from an engine control unit 5 and absorbs the vibration produced in the engine 2 by extending/retracting an actuator 9. When the engine 2 starts, the extension/retraction operation of the actuator 9 is started after the lapse of a predetermined period of time from a starting point determined based on the first injector signal. The length of the extension/retraction operation for absorbing the vibration caused by the initial explosion immediately after the reception of the first injector signal when the engine 2 starts is determined based on the stored amplitude of the oscillation of the crank in previous start. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an active vibration isolating support device that supports an engine and absorbs vibration generated in the engine.

  Since the vibration generated in the engine is generated with the rotation of the crankshaft, the vibration is generated at a relatively high frequency, and one vibration ends in a short time, and the vibration cycle is short. For this reason, there has been proposed an active vibration isolating support device that performs control for absorbing vibration during a time when three vibrations are generated (see, for example, Patent Document 1).

JP 2007-107579 A

  The conventional active vibration isolating support device is effective when a constant vibration is generated, such as at a constant speed, but it is not suitable for a transient vibration (transient vibration) such as when the engine is started. Anti-vibration control was not in time, and transient vibration could not be suppressed. However, conventionally, the engine is started only once when the driver starts driving the automobile, and the transient vibration at the start of the engine does not give the driver a sense of incongruity.

  However, in recent years, in order to reduce the amount of carbon dioxide emitted for environmental protection, an increasing number of vehicles can automatically perform idling / stopping. In this car, the engine has to be started every time idling is stopped, and the transient vibrations sometimes give the driver a sense of incongruity.

  In addition, in hybrid vehicles that can be driven by an engine and a motor, in addition to idling / stopping, it is possible to run with only a motor, so the engine may be stopped or started during driving. Opportunities for starting the engine have increased further, and transient vibrations that occur when starting the engine tend to give the driver a sense of incongruity.

  Accordingly, an object of the present invention is to provide an active vibration isolating support device that can absorb transient vibrations that occur when the engine is started and that can reduce the sense of discomfort given to the driver.

  The present invention is an active vibration isolating support device that supports an engine that receives an injector signal for controlling fuel injection from an engine control unit and absorbs vibration generated in the engine by an expansion and contraction operation of an actuator. At the time of starting, the actuator is started to expand and contract when a predetermined time has elapsed from the starting point based on the first injector signal.

  When the engine is started, transient vibration occurs at the first explosion of the engine. Therefore, in order to absorb the transient vibration at the time of the first explosion of the engine, the expansion / contraction operation of the actuator must be started in accordance with the first explosion. This first explosion occurs after the first fuel injection into the cylinder. In other words, since the first explosion occurs after the first injector signal for controlling the first fuel injection, the generation time (the generation time ( The first explosion time (point) can be accurately determined based on the reference time / starting point, and if the first explosion time is determined, the actuator can be extended and contracted at the same time as the first explosion time. . That is, the predetermined time set in advance is set from the first injector signal generation time to the first explosion time.

  Further, according to the present invention, the expansion / contraction length of the expansion / contraction operation that absorbs the vibration caused by the first explosion immediately after receiving the first injector signal at the start of the engine is stored in the stored vibration of the crank at the previous start. Preferably, it is determined based on the amplitude. According to this, even if the amplitude of the (transient) vibration due to the first explosion changes with time, the expansion / contraction length of the expansion / contraction operation can be set according to the change, and the transient vibration can be reliably absorbed.

  ADVANTAGE OF THE INVENTION According to this invention, the active vibration isolating support apparatus which can absorb the transient vibration which generate | occur | produces at the time of engine starting, and can reduce the discomfort given to a driver | operator can be provided.

1 is a perspective view of a vehicle including an active vibration isolating support device according to an embodiment of the present invention. 1 is a block diagram of a vehicle including an active vibration isolating support device according to an embodiment of the present invention. It is a flowchart of the vibration isolating control method of the active vibration isolating support device according to the embodiment of the present invention. It is a timing chart of (a) the rotational speed at the time of the initial motion of an engine, (b) the vibration waveform of an engine, and (c) the measurement result of the fluctuation | variation of a crankshaft.

  Next, embodiments of the present invention will be described in detail with reference to the drawings as appropriate. In each figure, common portions are denoted by the same reference numerals, and redundant description is omitted.

  As shown in FIG. 1, a V-type 6-cylinder engine 2 is mounted in a front portion of a vehicle V, and a transmission 3 is coupled to the engine 2. The engine 2 has a motor 2 a on the connection side of the transmission 2 of the engine 2. The motor 2a is also connected to the transmission 3, and the rotating shaft of the motor 2a is connected to a crankshaft (not shown). As a result, the vehicle V can perform hybrid drive of engine drive and motor drive. The motor 2a also functions as a starter when the engine 2 is started.

  Two active vibration-proof support devices 1 are disposed along the front-rear direction at the front and rear portions of the lower portion of the engine 2. The vibration of the engine 2 is generated along with the rotation of the crankshaft whose rotation axis is arranged in parallel to the direction from the engine 2 to the transmission 3, and therefore the direction of the amplitude of the vibration is normal to the rotation axis of the crankshaft. It is a direction in one plane (front and rear vertical direction in FIG. 1). The pair of active vibration isolating support devices 1 are arranged at the front end portion and the rear end portion of the engine 2 along the front-rear direction so that the force due to such vibration acts in a direction within one plane. . One active vibration isolation support device 1 a is disposed at the front end of the lower portion of the engine 2, and the other active vibration isolation support device 1 b is disposed at the rear end of the lower portion of the engine 2.

  FIG. 2 shows a block diagram of a vehicle V including the active vibration isolating support device 1 (1a, 1b) according to the embodiment of the present invention. The active vibration isolating support device 1 (1a, 1b) includes a control device 4. The two active vibration isolating support devices 1 (1 a, 1 b) support the engine 2 with respect to the vehicle body frame 8. Each of the two active vibration isolating support devices 1 (1a, 1b) has an actuator 9, and the actuator 9 expands and contracts by a drive current output from the control device 4, so that the active vibration isolation support device 1 (1a, 1b) expands and contracts. When the engine 2 vibrates, the distance between the engine 2 and the vehicle body frame 8 varies. The active vibration isolation support device 1 (1a, 1b) expands and contracts in accordance with the amount of fluctuation, so that the active vibration isolation support device 1 (1a, 1b) transmits vibration from the engine 2 to the vehicle body frame 8. Can be suppressed and absorbed.

  The engine 2 including the motor 2a is controlled by the engine control unit 5 at the time of engine start, normal operation control, engine stop control, and the like.

  In particular, when the engine is started, the engine control unit 5 first performs motoring control, causes the motor 2a to function as a starter, and rotates the motor 2a to rotate the coupled engine 2, that is, the crankshaft 2b. The rotation speed is increased. In parallel with the motoring control, the engine control unit 5 determines a cylinder to be initially exploded, and transmits an initial injector signal to the cylinder. Thereby, the first explosion occurs in the cylinder, and the engine control unit 5 controls the normal operation until the engine 2 is stopped. A signal for starting motoring control, that is, a signal for turning on the rotation of the motor 2a (motoring start signal) is also transmitted to the control device 4 when transmitted to the motor 2a. The control device 4 shifts to a standby mode for receiving the first injector signal by receiving this motoring start signal. The first injector signal is also transmitted to the control device 4 when it is transmitted to a predetermined cylinder (injector) of the engine 2. The control device 4 uses the time when the first injector signal is received as the reference time to determine the time to start the expansion / contraction operation of the actuator 9, that is, the expansion / contraction operation of the actuator 9 can be performed in accordance with the timing of the first explosion. .

  The engine control unit 5 uses a crank pulse and a TDC pulse in order to determine a cylinder to be initially exploded and to transmit an initial injector signal to the cylinder at an appropriate timing.

  The crank pulse is generated with the rotation of the engine 2, that is, with the rotation of the crankshaft 2b. The crank pulse sensor 7 detects the crank pulse and transmits it to the engine control unit 5 and the control device 4. The crank pulse is output at every predetermined crank angle, and is detected by the crank pulse sensor 7, for example, 60 times per rotation of the crankshaft 2b and once every 6 ° of the crank angle.

  The TDC pulse is generated when the piston of each cylinder reaches top dead center (TDC). The engine 2 is provided with a TDC pulse sensor 6 for detecting a top dead center (TDC) for each cylinder. The TDC pulse sensor 6 detects a TDC pulse generated when the cylinder reaches top dead center (TDC) in all the cylinders. If the engine 2 has six cylinders, the TDC pulse is detected by the TDC pulse sensor 6 six times for every two rotations of the crankshaft 2b, that is, once every 120 ° of the crank angle. The TDC pulse sensor 6 detects this TDC pulse and transmits it to the engine control unit 5 and the control device 4. Note that the crank pulse and the TDC pulse are transmitted to the control device 4 because the generation timing of these pulses coincides well with the vibration period of vibration generated during normal operation of the engine 2. This is for use in the operation cycle of the operation.

  The crank fluctuation value sensor 10 detects a fluctuation value of a position such as a vibration amplitude accompanying rotation of the crankshaft 2b and transmits it to the control device 4.

  FIG. 3 shows a flowchart of an image stabilization control method for the active image stabilization support device (ACM) 1 using the (ACM) control device 4. A control method (steps S11 to S14) of the engine control unit 5 when the engine 2 is started is shown alongside the flowchart. The engine control unit 5 responds to the start / stop of the engine 2 at the start / stop of the operation, the start / stop of the engine 2 at the automatic idling / stop, and the start / stop of the engine 2 while the hybrid vehicle is running. Thus, the engine 2 is repeatedly started and stopped regardless of the driver's intention. The anti-vibration control method (steps S1 to S8) of the active anti-vibration support device 1 is performed in synchronization with the repeated start / stop of the engine 2 by the engine control unit 5. First, the repeated starting / stopping control method (steps S11 to S14) of the engine 2 by the engine control unit 5 will be described.

  First, in step S11, the engine control unit 5 performs motoring control by the motor 2a in order to start and rotate the engine 2. When the motoring start signal transmitted by the engine control unit 5 is received by the motor 2a, the motor 2a rotates to start motoring, and the engine 2 starts to rotate. As shown in FIG. The rotational speed NE of 2 increases. The motoring start signal is also transmitted to the (ACM) control device 4, and when the control device 4 receives the motoring start signal, the image stabilization control method of the active image stabilization support device (ACM) 1 is started.

  In step S12, the engine control unit 5 determines the first explosion cylinder based on a crank pulse, a TDC pulse, or the like.

  In step S <b> 13, the engine control unit 5 transmits an initial injector signal to the initial explosion cylinder of the engine 2 based on the determined initial explosion cylinder identifier (initial explosion cylinder name), crank pulse, TDC pulse, and the like. The first injector signal is also transmitted to the (ACM) control device 4.

  In step S14, the engine control unit 5 ignites the first explosion cylinder to cause the first explosion (step S14a). As shown in the vibration waveform of the engine 2 in FIG. 4B, a transient vibration whose amplitude is transiently increased by ignition (first explosion) occurs. After the first explosion, the motoring control ends, and normal control (step S14b) for driving the engine 2 is performed until the engine 2 is stopped (step S14c). When the engine 2 is stopped (step S14c), the process returns to step S11, and the engine 2 is repeatedly started and stopped.

  On the other hand, the (ACM) control device 4 starts the anti-vibration control method of the active anti-vibration support device (ACM) 1 in accordance with the execution of step S11 of the engine control unit 5, and waits for the reception of the first injector signal. To do.

  In step S <b> 1, the control device 4 receives the first injector signal from the engine control unit 5.

  In step S <b> 2, the timer included in the control device 4 starts time counting with the timing of receiving the first injector signal as a reference time.

In step S3, the control device 4 obtains the name of the first explosion cylinder based on the transmission destination data of the signal accompanying the first injector signal. Instead of the cylinder name, a cylinder ID or an injector ID may be acquired.

  In step S4, the control device 4 determines, from the storage unit in the control device 4, the initial explosion offset time, the initial explosion vibration gain, the initial explosion period associated with the cylinder name that matches the acquired initial explosion cylinder name. Is read. The initial explosion offset time corresponds to a predetermined time set forth in the claims, and is a time from the reference time until the expansion / contraction operation of the actuator 9 is started. The initial explosion vibration gain is a numerical value (gain) that can be converted into the expansion / contraction length (operation width) of the expansion / contraction operation of the actuator 9 necessary to absorb the transient vibration of the first explosion. The initial explosion period is a period of expansion / contraction operation of the actuator 9 necessary to absorb the transient vibration of the initial explosion. The initial explosion offset time, the initial explosion vibration gain, and the initial explosion period are stored for each cylinder in consideration of individual differences among a plurality of cylinders. Step S3 is omitted, and the initial explosion offset time, the initial explosion vibration gain, and the initial explosion period may be stored in the storage unit one by one. Further, when the initial explosion offset time, the initial explosion vibration gain, and the initial explosion period change with time, it is preferable to rewrite and store each time based on the vibration waveform when the engine 2 was started last time. . Details of the rewriting will be described in steps S7 and S8.

  In step S5, the control device 4 determines whether or not the time (measurement time) counted by the timer has reached the initial explosion offset time. If the measurement time has not reached the initial explosion offset time (step S5, No), step S5 is repeated until it reaches. When the measurement time reaches the initial explosion offset time (step S5, Yes), the process proceeds to step S6.

  In step S6, the control device 4 starts ACM control, and starts the expansion / contraction operation of the actuator 9 based on the read initial explosion vibration gain and the initial explosion period. Simultaneously with step S6, the first explosion in step S14 is performed, and the transient vibration associated with the first explosion is absorbed by the expansion and contraction operation of the actuator 9.

  In step S7, as shown in FIG. 4 (c), the control device 4 relates the crank fluctuation value waveform from before the first explosion to the later time in relation to the time (measurement time) counted by the timer. Received from the sensor 10 and stored in the storage unit.

  In step S8, the control device 4 measures the current initial explosion offset time and the current initial explosion period as shown in FIG. 4C based on the waveform of the crank fluctuation value associated with the measurement time. The initial explosion offset time already stored in the storage unit and the initial explosion period are overwritten and stored. Further, the control device 4 calculates the vibration gain based on the amplitude (wave height) at the time of the transient vibration of the first explosion of the waveform of the crank fluctuation value related to the measurement time, and is already stored in the storage unit. Overwrite the initial explosion vibration gain that is stored. This is the end of the image stabilization control method for the active image stabilization support device (ACM) 1.

DESCRIPTION OF SYMBOLS 1, 1a, 1b Active vibration-proof support apparatus 2 Engine 2a Motor 2b Crankshaft 3 Transmission 4 Control apparatus 5 Engine control part 6 TDC pulse sensor 7 Crank pulse sensor 8 Body frame 9 Actuator 10 Crank fluctuation value sensor

Claims (2)

An active vibration isolating support device that supports an engine that receives an injector signal for controlling fuel injection from an engine control unit and absorbs vibration generated by the engine by an expansion and contraction operation of an actuator,
An active vibration isolating support device, wherein when the engine is started, the actuator expands and contracts when a predetermined time elapses from a starting point based on the first injector signal.   The expansion / contraction length of the expansion / contraction operation that absorbs the vibration due to the first explosion immediately after receiving the first injector signal at the start of the engine is determined based on the stored amplitude of the vibration of the crank at the previous start. The active vibration-proof support device according to claim 1.

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