JP2011126419A - Mount control device of power unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a mount control device of a power unit capable of preventing vibration and noise from being increased even during acceleration and deceleration, capable of improving the response thereof to the acceleration and deceleration, and having superior operability. <P>SOLUTION: A control unit 20 controls so as to set a time for highly and reliably maintaining the attenuation factors of mounts 5F, 5R according to an accelerating/decelerating operation detected by an accelerating/decelerating operation detection sensor 21, and based on that set time, highly and reliably maintain the attenuation factors of the mounts 5F, 5R for that set time by restricting the flow passage areas of the variable orifices 13 of the mounts 5F, 5R by an actuator not-shown. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a mount control device for a power unit that is provided between a vehicle body and a power unit and whose attenuation rate is variable.

  Generally, in a vehicle, a mount having an anti-vibration effect is interposed between the mounted power unit and the vehicle body. Many mounts having a variable attenuation factor have been proposed. For example, in Japanese Patent Application Laid-Open No. 9-215104 (hereinafter referred to as Patent Document 1), a mount separated from a roll axis of a power unit of an electric vehicle is used. To make the spring constant of the liquid seal mount bushing by controlling the variable orifice of the mount to the closed side when the vehicle decelerates, making the spring constant of the mount bush variable by controlling the variable orifice. Discloses a support device for a power unit of an automobile that controls the swing of the power unit to prevent the delay of the regenerative braking response.

JP-A-9-215104

  According to the automobile power unit support device disclosed in Patent Document 1 described above, the response of the engine brake can be improved by stiffening the power unit mount at the time of deceleration. There is a problem in that it cannot be sufficiently blocked, and vibration noise is deteriorated, which makes the driver feel uncomfortable. Further, even if only the roll movement of the power unit is suppressed, it is impossible to suppress a decrease in response of acceleration / deceleration caused by the power unit moving back and forth with respect to the vehicle body during braking / driving and unnecessary longitudinal vibration of the vehicle body.

  The present invention has been made in view of the above circumstances, and even when accelerating or decelerating, vibration noise is not deteriorated, and acceleration / deceleration responsiveness can be improved. The purpose is to provide.

  The present invention provides a mount that is provided between a vehicle body and a power unit and has a variable attenuation rate that suppresses at least one of a translational motion and a rotational motion of the power unit in the longitudinal direction relative to the vehicle body, and an acceleration / deceleration operation of the driver. Acceleration / deceleration operation detecting means to be detected, and a time for increasing and maintaining the mount attenuation rate in accordance with the acceleration / deceleration operation detected by the acceleration / deceleration operation detecting means, and setting the mount based on the set time And a control means for variably controlling the attenuation factor.

  According to the power unit mount control device of the present invention, vibration noise is not deteriorated even during acceleration / deceleration, acceleration / deceleration response can be improved, and driving performance is excellent.

It is a whole block diagram of the mount control apparatus of the power unit employ | adopted for the vertical installation engine which concerns on 1st Embodiment of this invention. It is function explanatory drawing of the mount which concerns on 1st Embodiment of this invention. It is structure explanatory drawing of the mount which concerns on 1st Embodiment of this invention. It is a flowchart of the mount control program of the power unit which concerns on 1st Embodiment of this invention. It is explanatory drawing which shows an example of the counter value set with respect to the variation | change_quantity of the acceleration / deceleration operation which concerns on 1st Embodiment of this invention. It is a whole block diagram of the mount control apparatus of the power unit employ | adopted as the horizontal engine which concerns on 2nd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 5 relate to a first embodiment of the present invention. In FIG. 1, reference numeral 1 denotes a vertical engine mounted on the front of a vehicle body, and an automatic transmission 2 is located behind the engine 1. The power unit 3 is configured by being connected.

  The power unit 3 is provided with mounts 5F and 5R at the upper center slightly behind the center of gravity 4 and at the lower part of the rear end, and is supported by a vehicle body (not shown) via these mounts 5F and 5R. In the figure, the coordinate X-axis indicates the longitudinal axis of the vehicle (forward is +), the Y-axis indicates the lateral axis of the vehicle (right is +), and the Z-axis is the vertical axis of the vehicle. (Upper is +).

  The mounts 5F and 5R are fluid-filled mounts with variable attenuation rates. For example, as shown in FIG. 3, two liquid chambers 11a and 11b, and a passage 12 communicating these liquid chambers 11a and 11b, And a variable orifice 13 interposed between the passages 12. The variable orifice 13 regulates the flow of liquid or highly viscous fluid moving between the liquid chamber 11a and the liquid chamber 11b via the passage 12, and is controlled by an actuator (not shown) driven by a signal from the control unit 20. The amount of regulation of the flow of the liquid or the high-viscosity fluid is changed to change the attenuation rate of the mounts 5F and 5R.

  As shown in FIG. 2A, the mount 5F provided in front of the power unit 3 is provided such that the relationship between the spring S and the damper D acts in the X-axis direction. For this reason, in addition to the translational movement of the power unit 3 relative to the vehicle body in the front-rear direction from the positional relationship where the mount 5F is disposed (upper center slightly behind the gravity center point 4), The rotational movement in the front-rear direction can be suppressed.

  The mount 5R provided behind the power unit 3 is provided so that the relationship between the spring S and the damper D acts in the Z-axis direction, as shown in FIG. 2B. For this reason, the rotational motion in the front-rear direction with respect to the vehicle body around the center of gravity 4 of the power unit 3 can be suppressed from the positional relationship (lower part of the rear end) where the mount 5R is disposed.

  The control unit 20 is connected with an acceleration / deceleration operation detection sensor 21 as acceleration / deceleration operation detection means for detecting the acceleration / deceleration operation of the driver. Specifically, the acceleration / deceleration operation detection sensor 21 includes an accelerator opening sensor that detects an accelerator opening that is an acceleration operation amount of the driver, and a brake hydraulic pressure sensor that detects a brake fluid pressure that is a deceleration operation amount of the driver. Or it is a brake switch which detects ON-OFF of the brake pedal which is a brake operation of a driver.

  And the control part 20 sets the time which makes the attenuation rate of the mounts 5F and 5R high and keeps it hard according to the acceleration / deceleration operation detected by the acceleration / deceleration operation detection sensor 21 according to the mount control program of the power unit described later, Based on the set time, the flow area of the variable orifice 13 of the mounts 5F and 5R is reduced by an actuator (not shown), and the attenuation rate of the mounts 5F and 5R is increased and kept hard for the set time. It is like that. Thus, the control part 20 is provided as a control means.

  Next, a power unit mount control program executed by the control unit 20 will be described with reference to the flowchart of FIG.

  First, in step (hereinafter abbreviated as “S”) 101, necessary parameters, that is, accelerator opening, brake fluid pressure, or ON / OFF of a brake switch are read.

Subsequently, the process proceeds to S102, and the acceleration / deceleration operation change amount ΔOP read in S102 is set to the amount of operation such as the accelerator opening and the brake fluid pressure. For example, the following equation (1) is used. , Operate.
_{^{ΔOP = OPk-Σ n i =}} 1 (OPk-i) / n ... (1)
Here, OPk is the acceleration / deceleration operation amount for each sampling, and n is the number of samplings to be averaged. That is, the equation (1) is an equation for obtaining a difference between the current value OPk and a moving average of a predetermined number of times (n times) until the previous time.

On the other hand, when the acceleration / deceleration operation is ON / OFF of the brake switch, for example, the change amount ΔOP of the acceleration / deceleration operation is calculated by the following equation (2).
ΔOP = OPk−OPk−1 (2)
Here, the values of OPk and OPk−1 are the current value and the previous value, where 1 is set when the brake switch is ON and 0 is set when the brake switch is OFF.

  Next, the process proceeds to S103, and the control ON time (counter value) is referenced with reference to a map as shown in FIG. 5 set in advance by experiment, calculation, etc. based on the change amount ΔOP of the acceleration / deceleration operation calculated in S102. ) Is set.

  Here, in the case of the operation amount such as the accelerator opening and the brake fluid pressure, the counter value is, for example, with respect to the absolute value | ΔOP | of the change amount of the acceleration / deceleration operation as shown in FIG. The larger the value | ΔOP | is, the larger the counter value is set. In addition, a dead zone is set in a region where | ΔOP | is small.

  Further, the counter value set by the ON / OFF operation of the brake switch is set as shown in the map of FIG. 5B, for example, and the absolute value | ΔOP | When the brake pedal is operated from ON to OFF or from OFF to ON, the counter value is set to Tc1 (for example, 0.5 seconds).

  When the counter value set in this way is set by the accelerator opening and the brake fluid pressure (or brake switch), the counter value set by the accelerator opening and the counter value set by the brake fluid pressure (or The larger value (counter value set from ON-OFF of the brake switch) is set as the counter value.

  In S104, it is determined whether or not the counter value is greater than zero. As a result of the determination, if the counter value is greater than 0, the process proceeds to S105, and the flow is output to the actuator, the flow area of the variable orifice 13 of the mounts 5F and 5R is reduced, and the attenuation rate of the mounts 5F and 5R is increased to keep it hard Let

  Thereafter, the process proceeds to S106, the counter value is decremented, and the process returns to S104 again to determine whether or not the counter value is larger than 0. If the counter value ≦ 0, the process proceeds to S107 and the output to the actuator is turned off. Then, the control for increasing the attenuation rate and maintaining it hard is terminated, and the program is exited.

  Thus, according to the first embodiment of the present invention, according to the acceleration / deceleration operation detected by the acceleration / deceleration operation detection sensor 21, the time for increasing the attenuation rate of the mounts 5F, 5R and keeping it hard is set. Based on the set time, control is performed to increase the attenuation rate of the mounts 5F and 5R and keep them hard. For this reason, at the time of acceleration / deceleration, the translational motion of the power unit 3 in the longitudinal direction with respect to the vehicle body and the rotational motion in the longitudinal direction with respect to the vehicle body around the center of gravity 4 of the power unit 3 can be reliably suppressed, affecting the vehicle body. The response of acceleration / deceleration can be improved while suppressing the vibration in the front-rear direction, and the drivability can be improved. In addition, the time for increasing the attenuation rate of the mounts 5F and 5R and keeping it hard is variably set according to the acceleration / deceleration operation, so that the deterioration of vibration noise can be minimized and the driver may feel uncomfortable. Absent. In the first embodiment, the difference between the current value and the moving average of the predetermined number of times until the previous time is calculated as the operation change amount, and the counter value is set based on the operation variable. Therefore, even if an unexpected error in signal input occurs, a stable control system can be achieved without being affected by this error.

  In the first embodiment, an example is described in which control is performed to increase the attenuation factor and maintain it hard with respect to both the mount 5F provided in front of the power unit 3 and the mount 5R provided in the rear. However, depending on the vehicle specifications, this embodiment may be adopted only for the mount 5F provided in front.

  In the first embodiment, the accelerator opening and the brake fluid pressure, or the accelerator opening and the brake pedal ON / OFF are detected as the driver's acceleration / deceleration operation. However, the present invention is not limited to this. Alternatively, other signals may be used.

  Next, FIG. 6 shows a second embodiment of the present invention. The second embodiment is different from the first embodiment in that the engine is a horizontally mounted engine. Since it is the same as that of the above-mentioned 1st form, the same code | symbol is described to the same structure as a 1st form, and description is abbreviate | omitted.

  That is, in FIG. 6, reference numeral 51 denotes a horizontal engine mounted on the front part of the vehicle body, and an automatic transmission 52 is connected to a side portion of the engine 51 to constitute a power unit 53.

  The power unit 53 is provided with mounts 55F and 55R at the lower front part of the center of gravity point 54 and the lower rear part of the center of gravity point 54, and is supported by a vehicle body (not shown) via these mounts 55F and 55R.

  The mounts 55F and 55R are fluid-filled mounts having a variable attenuation rate, similar to the mounts 5F and 5R in the first embodiment described above. The mounts 55F and 55R are liquid or high by an actuator (not shown) driven by a signal from the control unit 20. The amount of restriction of the flow of the viscous fluid can be changed to change the attenuation rate of the mounts 55F and 55R.

  As shown in FIG. 2A, the mount 55F provided in front of the power unit 53 is provided such that the relationship between the spring S and the damper D acts in the X-axis direction. For this reason, the translational motion in the front-rear direction with respect to the vehicle body of the power unit 53 can be suppressed from the positional relationship (the lower front portion of the center of gravity 54) where the mount 55F is disposed.

  The mount 55R provided behind the power unit 53 is provided so that the relationship between the spring S and the damper D acts in the Z-axis direction, as shown in FIG. For this reason, the rotational movement in the front-rear direction with respect to the vehicle body around the center of gravity 54 of the power unit 53 can be suppressed from the positional relationship (the lower rear part of the center of gravity 54) where the mount 55R is disposed.

  As described above, similar to the effect obtained by the power unit 3 of the vertical engine described in the first embodiment, the translational motion of the power unit 53 relative to the vehicle body in the longitudinal direction and the center of gravity 54 of the power unit 53 are centered during acceleration / deceleration. It is possible to reliably suppress the rotational motion in the front-rear direction with respect to the selected vehicle body, improve the responsiveness of acceleration / deceleration while suppressing the vibration in the front-rear direction affecting the vehicle body, and improve drivability It becomes possible. In addition, since the time for maintaining the hardness by increasing the attenuation rate of the mounts 55F and 55R is variably set according to the acceleration / deceleration operation, it is possible to minimize the deterioration of vibration noise and to give the driver a sense of incongruity. Absent.

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Power unit 4 Center of gravity 5F, 5R Mount 11a, 11b Liquid chamber 12 Passage 13 Variable orifice 20 Control part (control means)
21 Acceleration / deceleration operation detection sensor (acceleration / deceleration operation detection means)

Claims (4)

A mount that is provided between the vehicle body and the power unit, and that has a variable attenuation rate that suppresses at least one of translational motion and rotational motion of the power unit in the longitudinal direction relative to the vehicle body;
Acceleration / deceleration operation detection means for detecting the acceleration / deceleration operation of the driver;
Control means for setting a time for increasing the attenuation rate of the mount to be hard according to the acceleration / deceleration operation detected by the acceleration / deceleration operation detecting means, and variably controlling the attenuation rate of the mount based on the set time When,
A power unit mount control device comprising: The acceleration / deceleration operation detecting means detects at least the accelerator opening,
The difference between the current value of the accelerator opening and the moving average of a predetermined number of times in the past, or the difference between the current value and the past value is calculated as an operation change amount. The power unit mount control device according to claim 1, wherein a time for maintaining a high attenuation rate of the mount is set. The acceleration / deceleration operation detecting means detects at least a brake fluid pressure,
The difference between the current value of the brake hydraulic pressure and the moving average of a predetermined number of times in the past, or the difference between the current value and the past value is calculated as an operation change amount. The power unit mount control device according to claim 1, wherein a time for maintaining a high attenuation rate of the mount is set. The acceleration / deceleration operation detecting means detects at least on and off of a brake pedal,
2. The power unit mount control device according to claim 1, wherein a time for maintaining a high attenuation rate of the mount is set in accordance with a change in the state of the brake pedal from the previous time.

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