JP2015025479A - Control device of vibration control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vibration control device for an internal combustion engine capable of reducing a calculation load.SOLUTION: The control device comprises: rotation speed detection means 32 for detecting a rotation speed of a crank shaft of an internal combustion engine 1; torque detection means 31 for detecting an output torque of the internal combustion engine; rotation angle detection means 32 for detecting a rotation angle of the crank shaft; control maps 371, 381 for defining a relationship between an amplitude and a phase of a vibration-proof vibration waveform of the vibration control device 2 of the internal combustion engine 2 relative to the rotation speed and the output torque; vibration waveform generation means 37, 38 for detecting the rotation speed and the output torque per predetermined rotation angle of the crank shaft, and generating the vibration-proof waveform due to the amplitude and the phase according to the rotation speed and the output torque on the basis of the control map per predetermined rotation angle; and output means 39 for outputting vibration-proof application signals due to the vibration-proof vibration waveform at a timing for inputting detection signals of the rotation angle by the rotation angle detection means.

Description

  The present invention relates to a control device for an electromagnetic active control type engine mount and other vibration isolator for an internal combustion engine.

  An active vibration isolator that includes an actuator that supports an engine with respect to a vehicle body and that expands and contracts in response to engine vibration, and that drives and controls the actuator with a predetermined control amount determined based on the engine speed and engine load. Known (Patent Document 1).

JP 2009-68528 A

  In the above prior art, the control amount of the actuator is calculated in real time based on input data such as engine speed, engine load, shift position, and actuator power supply voltage. However, with respect to the target current waveform and output timing applied to the actuator of the vibration isolator, the influence of the increase or decrease in engine speed is eliminated from the accumulated time of the time interval in the vibration period of the crank pulse and the average accumulated time in the vibration period. Since high load calculation is performed, there is a problem that the calculation load of the CPU is high.

  The problem to be solved by the present invention is to provide a control device for a vibration isolator for an internal combustion engine that can reduce the calculation load.

  The present invention prepares in advance a control map that defines the relationship between the vibration-proof vibration amplitude and the vibration-proof vibration phase with respect to the engine rotational speed and engine output torque, and the amplitude for the actual rotational speed and torque for each predetermined rotation of the crankshaft. The above-mentioned problem is solved by generating an anti-vibration vibration waveform to be applied to the anti-vibration device by obtaining the phase and the phase from the control map.

  According to the present invention, the vibration isolation vibration waveform to be applied to the vibration isolation device is generated by obtaining the amplitude and phase of the actual rotation speed and output torque detected value for each predetermined rotation of the crankshaft from the control map. That is, the vibration-proof vibration waveform is updated according to the engine operating state by sequentially updating the vibration-proof vibration waveform at every predetermined rotation of the crankshaft. The application to the vibration isolator need only reproduce the vibration isolating waveform in synchronization with the crankshaft signal. As a result, a low load calculation process is sufficient without performing a high load calculation such as eliminating the influence of the rotational speed every time a crank pulse signal is output, and the vibration isolator as a part of the control device of the internal combustion engine is sufficient. A controller can be incorporated.

It is a disassembled perspective view which shows the mounting state of the engine to which the control apparatus of the vibration isolator which concerns on this invention was applied, and the vibration isolator. It is sectional drawing which shows the vibration isolator of FIG. FIG. 3 is a partially enlarged sectional view of FIG. 2. It is a block diagram which shows the control apparatus of the engine in which the control part of the vibration isolator which concerns on this invention was integrated. It is a front view which shows an example of the crank angle sensor of FIG. It is a front view which shows an example of the cam angle sensor of FIG. It is a block diagram which shows an example of the control part of the vibration isolator integrated in the control apparatus of the engine of FIG. It is a flowchart which shows operation | movement of the control part of the vibration isolator shown in FIG. It is a time chart which shows operation | movement of the control part of the vibration isolator shown in FIG.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an exploded perspective view showing a mounted state of a vibration isolator 2 that supports an engine (internal combustion engine) 1 according to the present invention with respect to a vehicle body. As shown in the figure, an electronically controlled front engine mount 21 mounted between a front engine mount bracket 11 attached to the engine 1 and a vehicle body frame (not shown), and a rear engine also attached to the engine 1. The electronically controlled rear engine mount 22 mounted between the mount bracket 12 and the vehicle body frame (not shown) corresponds to the vibration isolator according to the present invention. Hereinafter, an example of these electronically controlled engine mounts 21 and 22 will be described. However, the vibration isolator 2 according to the present invention is not limited only to the structure shown below. In FIG. 1, reference numeral 23 denotes a right engine mount insulator, reference numeral 25 denotes an upper torque rod, reference numeral 13 denotes a right engine mount bracket for fixing the right engine mount insulator 23 and the upper torque rod 25 to the engine 1, and reference numeral 24 denotes a right engine mount bracket. A left engine mount insulator, a reference numeral 26 is a rear torque rod, and a reference numeral 14 is a rear torque rod bracket for fixing the rear torque rod 26 to the engine 1.

<Configuration of active vibration isolator>
2 is a longitudinal sectional view of the active vibration isolator 2 embodied in the electronically controlled front engine mount 21 and the electronically controlled rear engine mount 22, and FIG. 3 is an enlarged lower sectional view of FIG. As shown in FIGS. 2 and 3, the active vibration isolator 2 of the present example has a substantially axisymmetric structure with respect to the axis L, and mainly includes a substantially cylindrical upper housing 201 and its lower side. A substantially cylindrical lower housing 202 disposed in the upper housing 201, a generally cup-shaped actuator case 203 accommodated in the lower housing 202 and having an open upper surface, a diaphragm 204 connected to the upper side of the upper housing 201, and the upper housing 201. The ring-shaped first elastic body support ring 205 and a first elastic body 206 connected to the upper side of the first elastic body support ring 205 are configured.

  Between the flange portion 201a at the lower end of the upper housing 201 and the flange portion 202a at the upper end of the lower housing 202, the outer peripheral flange portion 203a of the actuator case 203, the outer peripheral portion of the annular first elastic body support ring 205, The outer peripheral portion of the annular second elastic body support ring 207 disposed on the upper side in the actuator case 203 is overlapped and coupled by caulking. At this time, the annular first flow travers 208 are interposed between the flange portion 202a of the lower housing 202 and the flange portion 203a of the actuator case 203, and the upper portion of the actuator case 203 and the inner surface of the second elastic body support ring 207 By interposing the annular second flow traverser 209 between the actuator housing 203 and the upper housing 201 and the lower housing 202, the actuator case 203 is floatingly supported so as to be movable in the vertical direction.

  The first elastic body support ring 205 and the first elastic body support boss 210 arranged on the axis L are joined by vulcanization bonding to the lower end and the upper end of the first elastic body 206 formed of thick rubber, respectively. Has been. A diaphragm support boss 211 is fixed to the upper surface of the first elastic body support boss 210 with bolts 21, and an outer peripheral portion of a lower end of the diaphragm 204 is joined to the upper housing 201 by vulcanization adhesion. The inner periphery of the upper end of the diaphragm 20 is joined to the diaphragm support boss 211 by vulcanization adhesion or the like. An engine mounting portion 213 is integrally formed on the upper surface of the diaphragm support boss 211 and is fixed to the engine mount brackets 11 and 12 (see FIG. 1) of the engine 1. A vehicle body mounting portion 214 at the lower end of the lower housing 202 is fixed to a vehicle body frame (not shown).

  A flange portion 215a at the lower end of the stopper 215 is coupled to the flange portion 201b at the upper end of the upper housing 201 by a bolt 216 and a nut 217. The engine mounting portion 213 projecting from the upper surface is opposed to be able to contact. With such a structure, when a large load is input from the engine 1 to the active vibration isolator 2, the engine mounting portion 213 abuts against the stopper rubber 218, so that excessive displacement of the engine 1 is suppressed. .

  An outer peripheral portion of a second elastic body 219 formed of an elastic body made of a film-like rubber or the like is joined to the second elastic body support ring 207 by vulcanization adhesion, and is embedded in the central portion of the second elastic body 219. The movable member 220 is joined by vulcanization adhesion. The outer peripheral part of the lower end of the second elastic body 219 is sandwiched between the second elastic body support ring 207 and the yoke 221, and the annular thick part at the tip thereof exhibits a sealing function. In addition, a disk-shaped partition member 222 is fixed between the upper surface of the second elastic body support ring 207 and the outer peripheral portion of the first elastic body 206, and is partitioned by the partition member 222 and the first elastic body 206. The liquid chamber 223 and the second liquid chamber 224 partitioned by the partition wall member 222 and the second elastic body 219 communicate with each other through a communication hole 225 formed at the center of the partition wall member 222. .

  An annular communication path 226 is formed between the first elastic body support ring 205 and the upper housing 201. One end of the communication path 226 communicates with the first liquid chamber 223 via the communication hole 227, and the other end of the communication path 226 is defined by the first elastic body 206 and the diaphragm 204 via the communication hole 228. The three liquid chambers 229 are configured to communicate with each other. The first liquid chamber 223, the second liquid chamber 224, and the third liquid chamber 229 are filled with an incompressible fluid.

  Next, the configuration of the actuator 230 that drives the movable member 220 will be described. As shown in FIG. 3, the actuator 230 has a stator core 231, a coil assembly 232, and a yoke 221 made of a metal or alloy with high magnetic permeability attached in order from the bottom to the inside of the actuator case 203. The coil assembly 232 includes a coil 233 disposed between the stator core 231 and the yoke 221 and a coil cover 234 that covers the outer periphery of the coil 233. The coil cover 234 is integrally formed with a connector 235 extending through the openings 203b and 202c formed in the actuator case 203 and the lower housing 202 and supplying power to the coil 233. An electric wire (not shown) is connected.

  A seal member 236 is disposed between the upper portion of the coil cover 234 and the lower surface of the yoke 221, and a seal member 237 is disposed between the lower surface of the coil 233 and the upper surface of the stator core 231. These seal members 236 and 237 can prevent water and dust from entering the internal space of the actuator 230 from the openings 203 b and 202 c formed in the actuator case 203 and the lower housing 202.

  A thin cylindrical bearing 238 is fitted to the inner peripheral surface of the cylindrical portion 221a of the yoke 221 so as to be vertically slidable. An upper flange 238a bent radially inward is formed at the upper end of the bearing 238. In addition, a lower flange 238b bent outward in the radial direction is formed at the lower end. A coil spring 239 is disposed in a compressed state between the lower flange 238b and the lower end of the cylindrical portion 221a of the yoke 221, and the lower flange 238b of the bearing 238 is urged downward by the elastic force of the coil spring 239. The bearing 238 is supported by the yoke 221 by pressing against the upper surface of the stator core 231 via the elastic body 240 disposed between the lower surface of the flange 238 b and the stator core 231.

  A substantially cylindrical movable core 241 is fitted on the inner peripheral surface of the bearing 238 so as to be slidable up and down. A rod 242 extending downward from the center of the movable member 220 passes through the center of the movable core 241 loosely, and a nut 243 is fastened to the lower end thereof. A compressed coil spring 245 is disposed between the spring seat 244 provided on the upper surface of the movable core 241 and the lower surface of the movable member 220, and the movable core 241 is pressed against the nut 243 by the elastic force of the coil spring 245. Fixed. In this state, the lower surface of the movable core 241 and the upper surface of the stator core 231 are opposed to each other through the conical air gap G. The nut 243 is fastened to the rod 242 by adjusting the vertical position within an opening 231 a formed at the center of the stator core 231, and the opening 231 a is closed by a rubber cap 246.

  The coil 233 of the actuator 230 shown in FIGS. 2 and 3 is excited by energization control from the engine control unit (ECU) 3 to attract the movable core 241 and move the movable member 220 downward. As the movable member 220 moves, the second elastic body 219 that partitions the second liquid chamber 224 is deformed downward, and the volume of the second liquid chamber 224 increases. Conversely, when the coil 233 is demagnetized, the second elastic body 219 is deformed upward by its own elasticity, the movable member 220 and the movable core 241 are raised, and the volume of the second liquid chamber 224 is decreased. Since the volume of the second liquid chamber 224 is increased / decreased by such excitation / demagnetization of the coil 230 of the actuator 230, the volume of the first liquid chamber 223 communicating via the communication hole 225 is also increased / decreased. Thereby, vibration can be applied to the engine 1 via the first elastic body 206, the first elastic body support boss 210, and the engine mounting portion 213.

<Engine control device>
The active vibration isolator 2 configured as described above is controlled by an engine control unit (ECU) 3 in accordance with the vibration state of the engine 1. That is, the engine control device 3 of this example has a function of controlling the drive of the vibration isolator 2 in addition to the function of controlling the drive of the engine 1. Hereinafter, the configuration and function of the engine control device 3 of this example will be described.

  As shown in FIG. 4, the engine control device 3 of this example includes hardware including a ROM in which a predetermined control program is stored, a CPU or MPU as an arithmetic device, and a RAM as a temporary storage device. Mainly, a load required for the engine 1 (target engine output torque) is detected from an accelerator sensor 31 provided on the accelerator pedal, and the engine rotation speed is detected by a crank angle sensor 32 provided on the crankshaft of the engine 1. Then, the intake air amount (negative pressure of the intake manifold) is detected by the air flow meter 33 provided in the intake passage. Then, the fuel injection amount for the required load is calculated based on the engine speed and the intake air amount, corrected as necessary, and output to the fuel injection valve 34. As a result, the engine 1 is controlled to have an output torque corresponding to the amount of depression of the driver's accelerator. The engine control device 3 counts a crank unit angle signal (pulse signal) output from the crank angle sensor 32 in synchronization with the rotation of the engine for a certain period of time, or measures the cycle of the crank reference angle signal. Alternatively, a rotational speed sensor different from the crank angle sensor 32 is provided to detect the engine rotational speed.

  Further, the engine control device 3 detects the position (stroke) of the piston of each cylinder by the crank angle sensor 32, and uses a cam angle sensor 35 provided on a camshaft for opening and closing the intake valve and the exhaust valve to perform a specific stroke ( For example, the cylinder at the top dead center TDC) is determined. Then, the fuel injection timing by the fuel injection valve 34 and the ignition timing by the spark plug 36 are controlled.

  The crank angle sensor 32 and the cam angle sensor 35 are engine operating state detection means essential for the engine control function of the engine control device 3. The crank angle sensor 32 outputs 24 pulse signals (one time / 1CA = 15 °) when the crankshaft makes one rotation in a four-cycle V-type six-cylinder engine. The cam angle sensor 35 outputs a pulse signal three times when the crankshaft rotates once (one time / top dead center of each cylinder).

  FIG. 5 is a perspective view illustrating an example of the crank angle sensor 32. The crank angle sensor 32 of the present example includes a pulsar rotor 321 that is attached to the crankshaft and rotates at the same rotational speed as the crankshaft, and the pulsar rotor. The magnetic sensor 322 has a magnetic sensor 322 provided opposite to the outer peripheral surface of the 321, and the magnetic sensor 322 outputs a protrusion 323 formed on the outer peripheral surface of the pulsar rotor 321 at equal intervals in the circumferential direction as a pulse signal. The protrusion 323 of the pulsar rotor 321 is formed every 15 ° in the circumferential direction in a four-cycle V type 6 cylinder engine, but by removing the protrusion 323 at only one point, the circumference of the crankshaft A fixed position in the direction can be detected. At the position where the protruding portion 232 is missing (indicated by the signal missing portion 323a), the crank angle pulse signal output from the crank angle sensor 32 is missing, so in the control device of the vibration isolator of this example, This missing signal is used for the generation timing of the image stabilization waveform signal. In addition to the missing signal, the generation timing of the image stabilization waveform signal may be any signal that can specify a fixed position in the circumferential direction of the crankshaft, such as a protrusion 353a of the cam angle sensor 35 described later.

  FIG. 6 is a perspective view showing an example of the cam angle sensor 35. The cam angle sensor 35 of this example is attached to the camshaft and has the same rotational speed as that of the camshaft, like the crank angle sensor 32 described above. It has a rotating pulsar rotor 351 and a magnetic sensor 352 provided facing the outer peripheral surface of the pulsar rotor 351, and magnetically projects the projections 353 provided on the outer peripheral surface of the pulsar rotor 351 at equal intervals in the circumferential direction. The sensor 352 outputs as a pulse signal. The protrusion 353 of the pulsar rotor 351 is formed every 120 ° in the circumferential direction in a four-cycle V type 6 cylinder engine, but the shape of the protrusion 353 is different at only one place (the protrusion 353a In this way, a fixed position (a specific cylinder) in the circumferential direction of the camshaft can be detected.

<Control unit of vibration isolator>
FIG. 7 is a block diagram showing a control part of the vibration isolator 2 included in the engine control device 3 shown in FIG. The accelerator sensor 31, the crank angle sensor 32, and the cam angle sensor 35 are as shown in FIG. 4. The amplitude calculation unit 37 and the phase calculation unit 38 are stored in a memory such as a ROM as a control map, and the output duty ratio calculation unit 39 Is stored in a memory such as a ROM as a control program and also functions as a CPU or MPU as an arithmetic unit. The control device for the vibration isolator of this example drives and controls the actuator 230 of the vibration isolator 2 in order to cancel the vertical vibration that occurs as the engine 1 is driven. In this drive control, basically, when the vertical vibration of the engine 1 is approximated by a sine wave y = Asin θ, for example, the actuator 230 generates a vibration-proof vibration waveform of a sine wave y = −Asin θ that cancels this. Current is passed through the coil 233. Specifically, the amplitude of the calculated anti-vibration vibration waveform is converted into a pulse signal having a duty ratio and output to the amplification circuit of the anti-vibration device 2, and the amplification circuit sets the current value according to the duty ratio pulse signal. The constant current is passed through the coil 233 of the actuator 230 after conversion.

The amplitude calculator 37 stores a control map 371 in which the optimum vibration-proof vibration waveform amplitude is determined by a combination of the engine speed and the engine output torque, and the actual output (request) torque detected by the accelerator sensor 31 and The engine rotational speed detected by the crank angle sensor 32 is input, and an optimum amplitude is extracted with reference to the control map 371. In the above-described example of the anti-vibration vibration waveform y = −Asin θ, the vertical axis y (= −Asin θ) of the waveform itself is extracted as an aggregate of numerical values y _n (n = _{1 to} m). Note that the optimum amplitude of the vibration-proof vibration waveform can be obtained in advance by experiments using the engine 1 to be applied, computer simulation, or the like. The amplitude obtained by the amplitude calculator 37 is output to the output duty ratio calculator 39.

The phase calculation unit 38 stores a control map 381 in which an optimal vibration-proof vibration waveform phase is determined by a combination of the engine speed and the engine output torque, and the actual output (request) torque detected by the accelerator sensor 31 and The engine rotational speed detected by the crank angle sensor 32 is input, and the optimum phase is extracted with reference to the control map 381. In the above-described example of the anti-vibration vibration waveform -Asin θ, the phase θ is extracted as an aggregate of numerical values θ _n (n = _{1 to} m). The optimum phase of the vibration-proof vibration waveform can be obtained in advance by an experiment using the engine 1 to be applied or a computer simulation. The phase obtained by the amplitude calculator 37 is output to the output duty ratio calculator 39.

  In this way, when a specific engine speed and engine output torque are input, a set of numerical values of amplitude and a set of numerical values of phase are extracted from these control maps 371 and 381, and these are extracted every n units. In combination, a set of numerical values (matrix table) in which the amplitude for each phase is determined is obtained. Although the details will be described later, since the amplitude value output to the actuator 230 of the vibration isolator 2 is output at the input timing of the crank angle pulse signal detected by the crank angle sensor 32, the control map of the phase calculation unit 38 The unit of phase 281 is set to be equal to or less than the minimum output unit of the crank angle pulse signal.

  In addition, the amplitude calculation unit 37 and the phase calculation unit 38 of this example read the engine rotation speed and the engine output torque at every predetermined rotation (for example, every two rotations) of the crankshaft, and according to the engine rotation speed and the engine output torque. The amplitude and phase are extracted, and the anti-vibration vibration waveform is sequentially updated every predetermined rotation of the crankshaft. In the above-described prior art, since the time interval of the crank angle pulse signal differs depending on the engine speed, there has been a technical problem that the calculation load for removing the influence of the engine speed becomes large. The vibration isolator control unit sequentially updates the anti-vibration vibration waveform for each predetermined rotation of the crankshaft, thereby taking into account the influence of fluctuations in the engine speed. And the calculation at that time is also a low-load calculation that only extracts a set of numerical values from the control maps 371 and 381 stored in the amplitude calculation unit 37 and the phase calculation unit 38, thereby reducing the total calculation load. Reduced.

  The output duty ratio calculation unit 39 reads the crank angle pulse signal from the crank angle sensor 32 and detects a missing signal at a predetermined position of the crankshaft, specifically, a position 323a where the protrusion 232 of the pulsar rotor 231 is missing. The function of determining the generation start timing of the anti-vibration vibration waveform and the aggregate of the numerical values of the amplitude with respect to the phase defining the anti-vibration vibration waveform extracted by the amplitude calculation unit 37 and the phase calculation unit 38, A function of converting an amplitude value corresponding to the input timing into an output duty ratio corresponding to a current value applied to the actuator 230 and outputting the same is provided.

  The output duty ratio calculation unit 39 constantly reads the crank angle pulse signal from the crank angle sensor 32 to detect a missing crankshaft signal, and also reads the cam angle pulse signal from the cam angle sensor 35 as necessary. Check that the angular pulse signal is normal. The confirmation of the predetermined position by detecting the missing position of the crankshaft may be performed only by detecting the missing signal by the crank angle sensor 32, and the confirmation of the predetermined position of the crankshaft by the cam angle sensor 35 may be omitted.

  9 shows the cam angle pulse signal from the cam angle sensor 35 attached to the camshaft of the bank on one side of the 4-cycle V6 type engine, and the cylinder NO. 7 is a time chart illustrating the strokes 1 to 6, the crank angle pulse signal output from the crank angle sensor 32, and the vibration isolation vibration waveform with the horizontal axis as the time axis. Cylinder number NO. Nos. 1 to 6 are NO. 1 → NO. 2 → NO. 3 →… NO. 6 is attached. That is, in one bank, NO. 1 → NO. 3 → NO. No. 5 from the front end side of the crankshaft in the other bank. 2 → NO. 4 → NO. 6 Therefore, as shown in FIG. 9, the cam angle pulse signal on one side is NO. 1, NO. 3 and NO. The detection value is output at the top dead center of each of the five cylinders (each start point of the combustion stroke and the intake stroke). Note that the firing order of each cylinder shown in the figure is merely an example, and does not limit the control of the vibration isolator according to the present invention.

  Returning to FIG. 7, the output duty ratio calculation unit 39 always reads the crank angle pulse signal from the crank angle sensor 32 and detects the missing signal of the crankshaft. As shown in the crank angle pulse signal in FIG. 9, the missing signal is read every time the crankshaft rotates once (missing signal 1 → missing signal 2 → missing signal 3...). The generation start timing of the image stabilization vibration waveform is determined using the input timing of the missing signal as a trigger. For example, the relationship between the position in the rotation direction of the crankshaft and the position in the rotation direction of the pulsar rotor 323 is known, and the position in the rotation direction of the crankshaft and the position of each cylinder are known. For example, NO. It can be seen that there is a starting point for the combustion stroke of one cylinder. Therefore, it can be determined in advance that generation of the vibration-proof vibration waveform starts at the nth pulse from the missing signal.

  Further, the output duty ratio calculation unit 39 does not output the amplitude in time units of phases that define the anti-vibration vibration waveform extracted by the amplitude calculation unit 37 and the phase calculation unit 38, but the input timing of the crank angle pulse signal. To output the amplitude. As described above, the phase extracted by the phase calculation unit 38 is equal to or less than the minimum unit of the crank angle pulse signal, and therefore the amplitude with respect to the phase corresponding to the interval of the crank angle pulse signal is output. When this amplitude is output, the duty ratio of the applied current value corresponding to the amplitude value is converted, and this duty ratio is output to an amplifier circuit (not shown) of the actuator 230. The amplifier circuit is provided with a constant current output circuit for inputting a duty ratio pulse signal and converting it into a constant current to be applied to the actuator 230, and this constant current is passed through the coil 233 of the actuator 230.

The output duty ratio calculation unit 39 outputs an output duty ratio pulse signal corresponding to the amplitude value at the input timing of the crank angle pulse signal. For example, as shown by a missing signal 2 in FIG. If the missing signal 2 is input to the signal, the amplitude value cannot be output during this time. For this reason, the output duty ratio calculation unit 39 detects the timing that becomes the missing signal by continuously counting the crank angle pulse signal that is input from the generation start timing of the anti-vibration vibration waveform, and the timer during the input of the missing signal Is used to calculate and output an amplitude value corresponding to a predetermined time between them. For example, the amplitude after the lapse of time t _m after inputting the missing signal is output as the amplitude during the missing time.

Next, the control operation of the vibration isolator 2 of this example will be described with reference to the flowchart of FIG.
First, in step ST1, a crank angle pulse signal from the crank angle sensor 32, a cam angle pulse signal from the cam angle sensor 35, and an accelerator sensor signal (target output torque signal) from the accelerator sensor 31 are read. In step ST2, it is determined whether or not the crankshaft has reached the initial reference position by detecting a missing signal from the crank angle pulse signal read in step ST1. If the initial reference position has not been reached, the process returns to step ST1, and until the initial reference position is reached, again the crank angle pulse signal from the crank angle sensor 32, the cam angle pulse signal from the cam angle sensor 35, and the accelerator. The target output torque from the sensor 31 is read.

  When it is detected in step ST2 that the crankshaft has reached the initial reference position, the process proceeds to step ST3, and the output duty ratio calculation unit 39 calculates the generation start timing of the vibration-proof vibration waveform. For example, when the missing signal 1 shown in FIG. 9 is detected, this is set as the initial reference position, and the second pulse of the crank angle pulse signal is set as the generation start timing of the vibration-proof vibration waveform. As described above, this generation start timing is the base point of the vertical vibration of the engine 1 in relation to the stroke of the engine 1. Note that during the period up to this point, generation is prohibited without generating a vibration isolation vibration waveform, and therefore, a drive command to the vibration isolation device 2 is not performed.

  In the next step ST4, the engine rotation speed is calculated from the crank angle pulse signal read in step ST1, and the target output torque is calculated from the accelerator sensor signal. The engine rotation speed and the target output torque are calculated from the amplitude calculation unit 37 and the phase. Based on the respective control maps 371 and 381, the vibration-proof vibration waveform (a numerical aggregate of phase and amplitude) suitable for the current engine speed and engine output torque is extracted. Then, the duty ratio of the output amplitude is calculated for each input timing of the crank angle pulse signal read in step ST1. In the example shown in FIG. 9, since a 23-pulse signal is input between the missing signal 1 of the pulse signal and the next missing signal 2, each time the 23-pulse signal is input, the timing is reached. The duty ratio of the corresponding output amplitude is calculated.

  In step ST5, it is determined whether or not the crank angle pulse signal read in step ST1 is a missing signal. If not, the process proceeds to step ST7. On the other hand, when the crank angle pulse signal is a missing signal, such as when the missing signal 2 of the pulse signal is received from the start of generation of the vibration isolation vibration waveform shown in FIG. 9, the process proceeds to step ST6. Complement the output amplitude value of. In this complementing process, the elapsed time is counted from the crank angle pulse signal immediately before (or the n-th pulse from immediately before) using a timer, and the output duty ratio of the output amplitude of, for example, an intermediate timing of the missing signal is calculated. Is done.

  In the next step ST7, the output duty ratio of the output amplitude calculated in step ST4 or ST6 is output to the amplifier of the image stabilizer 2 at every input timing of the crank angle pulse signal, and the constant current is supplied to the actuator 230 via the amplifier. Shed. When the process of step ST7 is completed, the process returns to step ST1, and again the crank angle pulse signal from the crank angle sensor 32, the cam angle pulse signal from the cam angle sensor 35, and the accelerator sensor signal (target output from the accelerator sensor 31). Torque signal), for example, the reading timing of this step ST1 may be performed once every time the crankshaft rotates twice (one cycle of each cylinder in a four-cycle V6 engine). desirable. However, an appropriate value such as every 4 rotations or every 6 rotations may be set.

  Incidentally, if the crank angle sensor 32 does not operate normally due to a self-diagnosis process or the input of a crank angle pulse signal is not detected, the processing of steps ST1 to ST7 is prohibited and the vibration isolator 2 is sent to. The drive command may not be performed.

As described above, according to the control device of the vibration isolator 2 of the present example, the following effects can be obtained.
(1) In the vibration isolator control device of this example, the actual engine rotation speed and engine output torque are detected each time the crankshaft rotates a predetermined amount (for example, two rotations), and the engine rotation speed and output torque are suitable. Since the amplitude and phase of the anti-vibration vibration waveform are extracted from the control map, first, the anti-vibration vibration waveform is sequentially updated at every predetermined rotation of the crankshaft, and the influence of fluctuations in the engine speed is factored in. As a result, a vibration waveform corresponding to the rotational speed can be applied to the vibration isolator. Second, the calculation of the vibration-proof vibration waveform from the engine rotational speed and the engine output torque is performed using a control map, so the calculation load is reduced. Thirdly, since the obtained amplitude of the vibration-proof vibration waveform is output at the input timing of the crank angle pulse signal, a fine vibration-proof vibration waveform corresponding to the vibration of the engine can be applied to the vibration-proof device. Furthermore, fourthly, since the anti-vibration vibration waveform is generated by sharing the crank angle sensor and the accelerator sensor essential for engine control, a dedicated sensor is not required for the control device of the anti-vibration device.

  Due to these effects, it is possible to configure the control device of the update device that could not be incorporated into the engine control device 3 as a part of the engine control device due to a large calculation load. Therefore, the cost and installation space for providing another electronic unit can be reduced, and the information communication load with the engine control apparatus when configured as another electronic unit can also be reduced.

(2) Further, in the vibration isolator control device of this example, when a missing signal is input as a crank angle pulse signal, the timing of the missing signal is predicted using a timer from the previous or several previous crank angle pulse signals. Since the amplitude corresponding to this timing is output, the vibration-proof vibration waveform applied to the vibration-proof device has a smooth and continuous control waveform without any defects.

(3) Further, in the vibration isolator control device of the present example, generation of the vibration isolating vibration waveform is started, for example, after the engine 1 is started until the initial reference position of the crankshaft is detected in step ST2. Since the drive signal is not output (prohibited) to the vibration isolator 2 without being applied, it is possible to prevent the application of a vibration isolation vibration waveform that does not correspond to the engine vibration, and the calculation result that was left when the engine was turned off last time is unexpectedly output. It can also be prevented.

(4) Further, in the vibration isolator control device of this example, the crank angle sensor 32 does not operate normally due to self-diagnosis processing or the input of the crank angle pulse signal is not detected. If an abnormality is detected in the sensor, the generation of the anti-vibration vibration waveform is prohibited and drive control to the anti-vibration device is not performed, so that the abnormal operation of the anti-vibration device 2 can be prevented and the driver feels uncomfortable. Can be prevented.

  The engine 1 corresponds to an internal combustion engine according to the present invention, the crank angle sensor 32 corresponds to a rotational speed detection means according to the present invention, the accelerator sensor 31 corresponds to a torque detection means according to the present invention, and the amplitude described above. The calculation unit 37 and the phase calculation unit 38 correspond to the vibration waveform generation means according to the present invention, the output duty ratio calculation unit 39 corresponds to the output means according to the present invention, and the output duty ratio corresponds to the vibration isolation according to the present invention. The air flow meter 33 corresponds to the intake air amount detection means according to the present invention, the fuel injection valve 34 corresponds to the fuel injection means according to the present invention, and the spark plug 36 corresponds to the ignition signal according to the present invention. The engine control device 3 corresponds to a control means according to the present invention.

1 ... Engine (Engine)
DESCRIPTION OF SYMBOLS 11 ... Front engine mount bracket 12 ... Rear engine mount bracket 2 ... Vibration isolator 21 ... Electronically controlled front engine mount 22 ... Electronically controlled rear engine mount 201 ... Upper housing 201a, 201b ... Flange part 202 ... Lower housing 202a ... Flange Part 202b ... Opening 203 ... Actuator case 203a ... Flange part 203b ... Opening 204 ... Diaphragm 205 ... First elastic body support ring 206 ... First elastic body 207 ... Second elastic body support ring 208 ... First flow traverse 209 ... 2nd flow traverse 210 ... 1st elastic body support boss 211 ... Diaphragm support boss 212 ... Bolt 213 ... Engine mounting part 214 ... Car body mounting part 215 ... Stopper 215a ... Flange part 216 ... Bolt 17 ... Nut 218 ... Stopper rubber 219 ... Second elastic body 220 ... Movable member 221 ... Yoke 221a ... Cylindrical portion 222 ... Bulkhead member 223 ... First liquid chamber 224 ... Second liquid chamber 225, 227, 228 ... Communication hole 226 ... Communication path 229 ... Third liquid chamber 230 ... Actuator 231 ... Stator core 231a ... Opening 232 ... Coil assembly 233 ... Coil 234 ... Coil cover 235 ... Connector 236, 237 ... Seal member 238 ... Bearing 238a ... Upper flange 238b ... Lower flange 239 ... Coil spring 240 ... elastic body 241 ... movable core 242 ... rod 243 ... nut 244 ... spring seat 245 ... coil spring 246 ... cap G ... air gap 3 ... control device 31 ... accelerator sensor 32 ... crank angle sensor 321 ... pulsar rotor 322 ... magnetism Sensor 323 ... Projection 323a Signal loss 33 33 Air flow meter 34 Fuel injection valve 35 Cam angle sensor 351 Pulser rotor 352 Magnetic sensor 353, 353a Projection 36 Spark plug 37 Amplitude calculation unit 371 Amplitude Control map 38 ... Phase calculation unit 381 ... Phase control map 39 ... Output duty ratio calculation unit

Claims (6)

Rotation speed detection means for detecting the rotation speed of the crankshaft of the internal combustion engine;
Torque detecting means for detecting an output torque of the internal combustion engine;
Rotation angle detection means for detecting the rotation angle of the crankshaft;
A control map defining the relationship between the amplitude and phase of the vibration isolation vibration waveform with respect to the rotational speed and the output torque of the vibration isolation device of the internal combustion engine;
The rotation speed and the output torque are detected for each predetermined rotation angle of the crankshaft, and the amplitude and phase corresponding to the rotation speed and the output torque are prevented based on the control map for each predetermined rotation angle. Vibration waveform generating means for generating vibration vibration waveform;
An output means for outputting an anti-vibration application signal based on the anti-vibration vibration waveform in synchronization with a rotation angle detection signal from the rotation angle detection means; The rotation angle detection means has a signal loss part where a detection signal is lost at a predetermined rotation angle of one rotation of the crankshaft,
2. The anti-vibration device for an internal combustion engine according to claim 1, wherein, when a signal of the signal loss part is input, the output unit calculates and outputs an amplitude based on an input time of a previous detection signal. Control device.   The internal combustion engine according to claim 1 or 2, wherein the output means prohibits the output of the image stabilization application signal until the reference angle of the rotation angle of the crankshaft is detected after the internal combustion engine is started. Vibration isolator control device.   The control of the anti-vibration device for an internal combustion engine according to any one of claims 1 to 3, wherein the output unit prohibits the output of the anti-vibration application signal when an abnormality is detected in the rotation angle detection unit. apparatus.   A control device for an internal combustion engine, including the control device for an anti-vibration device for an internal combustion engine according to any one of claims 1 to 4. An intake air amount detecting means for detecting an intake air amount;
Fuel injection means for injecting fuel into the combustion chamber;
Ignition means for igniting the fuel in the combustion chamber;
The fuel injection amount is calculated based on at least the rotation speed detected by the rotation speed detection unit, the output torque detected by the torque detection unit, and the intake air amount detected by the intake amount detection unit, and The control of the internal combustion engine according to claim 5, further comprising: a control unit that controls a fuel injection unit and calculates an ignition timing based on a rotation angle detected by the rotation angle detection unit to control the ignition unit. apparatus.

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