JP4065152B2 - Engine vibration prevention control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine vibration prevention control device for enhancing vibration isolation performance of an active vibration isolation support device.
[0002]
[Prior art]
By detecting the crank pulse of the engine, the amplitude and phase of the engine vibration are estimated, and the actuator is controlled based on the estimated amplitude and phase of the engine vibration to drive the movable plate that changes the volume of the liquid chamber Thus, an active vibration isolating support device for reducing engine vibration has already been proposed by the present applicant in Japanese Patent Application No. 2002-101593.
[0003]
[Problems to be solved by the invention]
By the way, in the above-mentioned conventional one, the amplitude and crank phase of the engine vibration are estimated based on the crank pulse of the engine, but the vibration generated by the explosion of the air-fuel mixture in the combustion chamber is at the position of the active vibration isolating support device. Since there is a time delay until it reaches, and there is a time delay from the input of the drive signal to the active vibration isolating support device until the actuator operates, the estimated engine vibration crank phase and the active vibration There is a possibility that a deviation occurs with respect to the operation phase of the support device, and as a result, the vibration-proof effect of the active vibration-proof support device may not be sufficiently exhibited.
[0004]
The present invention has been made in view of the above-described circumstances, and compensates for a deviation between the phase of engine vibration and the phase at which the actuator of the active vibration isolating support device operates, thereby further improving the vibration isolating effect of the active vibration isolating support device. The purpose is to increase.
[0005]
[Means for Solving the Problems]
To achieve the above object, according to the first aspect of the present invention, the phase of the engine vibration is estimated from at least the crank pulse, and the actuator of the active vibration isolating support device is based on the estimated phase of the vibration. In the engine vibration prevention control device for controlling the phase for operating the engine, the engine speed sensor for detecting the engine speed, the outside air temperature sensor for detecting the outside air temperature, and a time delay with respect to the actual engine vibration phase. actuates the actuator without causing, and actuates the actuator at the right time for the actual engine vibration of the phase to compensate for the phase shift due to variations in the ambient temperature Rubeku, engine speed and the outer anti-vibration of the engine, characterized in that a correcting means for correcting the phase of the vibration the estimated based on air temperature Your device is proposed.
[0006]
According to the above configuration of the invention of claim 1, when the phase for operating the actuator of the active vibration isolating support device is controlled based on the phase of the engine vibration estimated from the crank pulse, it is detected by the engine speed sensor. Since the estimated vibration phase is corrected based on the engine speed, the actuator of the active vibration isolating support device is operated without causing a time delay with respect to the actual engine vibration phase. The vibration-proofing effect of the support device can be sufficiently exhibited .
[0007]
The in particular phase of the vibration of the engine estimated from crank pulse, is corrected based on the outside air temperature as well as the engine speed, in addition to the effect of the invention of claim 1, phase shift due to changes in outside air temperature Thus, the actuator of the active vibration isolating support device can be operated at a more appropriate timing with respect to the vibration phase of the engine to further enhance the vibration isolating effect.
[0008]
The electronic control unit U of the embodiment corresponds to the correcting means of the present invention.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below based on the embodiments of the present invention shown in the accompanying drawings.
[0010]
1 to 6 show an embodiment of the present invention. FIG. 1 is a longitudinal sectional view of an active vibration isolating support device, FIG. 2 is a sectional view taken along line 2-2 in FIG. 1, and FIG. Fig. 4 is a sectional view taken along line 3-3, Fig. 4 is an enlarged view of the main part of Fig. 1, Fig. 5 is a flowchart showing a control method of the active vibration isolating support device, and Fig. 6 is a map for searching for a correction phase value of a crank phase of vibration. is there.
[0011]
The active vibration isolation support device M shown in FIGS. 1 to 4 has a function of elastically supporting an engine E of a vehicle on a vehicle body frame F and making it difficult for vibration of the engine E to be transmitted to the vehicle body frame F. From a signal from a crank pulse sensor Sa that detects a crank pulse that is output every time the crankshaft of the engine E rotates by a predetermined angle (for example, 10 °), and from a TDC sensor Sb that detects the timing of top dead center for each cylinder. , A signal from the engine speed sensor Sc for detecting the engine speed Ne, and a signal from the outside air temperature sensor Sd for detecting the outside air temperature Ta (in the embodiment, substitute with the intake air temperature or the cooling water temperature). The electronic control unit U is responsible for controlling the active vibration isolating support apparatus M.
[0012]
The active vibration isolating support device M has a substantially axisymmetric structure with respect to the axis L, and has an inner cylinder 12 welded to a plate-like mounting bracket 11 coupled to the engine E, and an outer periphery of the inner cylinder 12. The outer cylinder 13 is coaxially arranged, and the upper and lower ends of the first elastic body 14 made of thick rubber are joined to the inner cylinder 12 and the outer cylinder 13 by vulcanization adhesion. A disc-shaped first orifice forming member 15 having an opening 15b in the center, a second orifice forming member 16 having a bowl-shaped cross section with an open upper surface and formed in an annular shape, and a bowl shape having the same upper surface opened The third orifice forming member 17 having an annular shape and formed in an annular shape is integrated by welding, and the outer circumferences of the first orifice forming member 15 and the second orifice forming member 16 are overlapped to form the outer cylinder. 13 is fixed to a caulking fixing portion 13a provided at a lower portion.
[0013]
The outer periphery of the second elastic body 18 formed of film-like rubber is fixed to the inner periphery of the third orifice forming member 17 by vulcanization adhesion, and is fixed to the inner periphery of the second elastic body 18 by vulcanization adhesion. The cap member 19 is fixed by press-fitting to the movable member 20 arranged on the axis L so as to be movable up and down. The outer periphery of the diaphragm 22 is fixed to the ring member 21 fixed to the caulking fixing portion 13a of the outer cylinder 13 by vulcanization bonding, and the cap member 23 fixed to the inner periphery of the diaphragm 22 by vulcanization bonding is the movable member. It is fixed to the member 20 by press fitting.
[0014]
Accordingly, the first liquid chamber 24 in which the liquid is sealed is defined between the first elastic body 14 and the second elastic body 18, and the second liquid chamber 25 in which the liquid is sealed between the second elastic body 18 and the diaphragm 22. Is partitioned. The first liquid chamber 24 and the second liquid chamber 25 communicate with each other through the upper orifice 26 and the lower orifice 27 formed by the first to third orifice forming members 15, 16, and 17.
[0015]
The upper orifice 26 is an annular passage formed between the first orifice forming member 15 and the second orifice forming member 16, and communicates with the first orifice forming member 15 on one side of a partition wall 26a provided in a part thereof. A hole 15a is formed, and a communication hole 16a is formed in the second orifice forming member 16 on the other side of the partition wall 26a. Accordingly, the upper orifice 26 is formed over a substantially one-round range from the communication hole 15a of the first orifice forming member 15 to the communication hole 16a of the second orifice forming member 16 (see FIG. 2).
[0016]
The lower orifice 27 is an annular passage formed between the second orifice forming member 16 and the third orifice forming member 17, and the second orifice forming member 16 is connected to the second orifice forming member 16 on one side of a partition wall 27a provided in a part thereof. A communication hole 16a is formed, and a communication hole 17a is formed in the third orifice forming member 17 on the other side of the partition wall 27a. Therefore, the lower orifice 27 is formed over a substantially one-round range from the communication hole 16a of the second orifice forming member 16 to the communication hole 17a of the third orifice forming member 17 (see FIG. 3).
[0017]
From the above, the first liquid chamber 24 and the second liquid chamber 25 communicate with each other by the upper orifice 26 and the lower orifice 27 connected in series.
[0018]
An annular mounting bracket 28 for fixing the active vibration isolating support device M to the vehicle body frame F is fixed to the caulking fixing portion 13 a of the outer cylinder 13. The movable member 20 is attached to the lower surface of the mounting bracket 28. An actuator housing 30 that constitutes the outline of the actuator 29 for driving is welded.
[0019]
A yoke 32 is fixed to the actuator housing 30, and a coil 34 wound around the bobbin 33 is accommodated in a space surrounded by the actuator housing 30 and the yoke 32. A bottomed cylindrical bearing 36 is fitted to the cylindrical portion 32a of the yoke 32 fitted to the inner periphery of the annular coil 34. A disk-shaped armature 38 facing the upper surface of the coil 34 is slidably supported on the inner peripheral surface of the actuator housing 30, and a step portion 38 a formed on the inner periphery of the armature 38 is engaged with the upper portion of the bearing 36. Match. The armature 38 is biased upward by a disc spring 42 disposed between the armature 38 and the upper surface of the bobbin 33, and is positioned by engaging with a locking portion 30 a provided in the actuator housing 30.
[0020]
A cylindrical slider 43 is slidably fitted to the inner periphery of the bearing 36, and a shaft portion 20 a extending downward from the movable member 20 loosely penetrates the upper bottom portion of the bearing 36 and is fixed inside the slider 43. Connected to the boss 44. A coil spring 41 is disposed between the upper bottom portion of the bearing 36 and the slider 43, and the bearing 36 is biased upward and the slider 43 is biased downward by the coil spring 41.
[0021]
When the coil 34 of the actuator 29 is in a demagnetized state, the elastic force of the coil spring 41 acts downward on the slider 43 slidably supported by the bearing 36 and is disposed between the bottom surface of the yoke 32. The spring force of the coil spring 45 is acting upward, and the slider 43 stops at a position where the spring forces of both the coil springs 41 and 45 are balanced. When the coil 34 is excited from this state and the armature 38 is attracted downward, the coil spring 41 is compressed by being pushed by the stepped portion 38a and sliding the bearing 36 downward. As a result, the elastic force of the coil spring 41 increases and the slider 43 descends while compressing the coil spring 45, so the movable member 20 connected to the slider 43 via the boss 44 and the shaft portion 20a descends, The second elastic body 18 connected to the movable member 20 is deformed downward and the volume of the first liquid chamber 24 is increased. Conversely, when the coil 34 is demagnetized, the movable member 20 rises, the second elastic body 18 is deformed upward, and the volume of the first liquid chamber 24 decreases.
[0022]
Thus, when low-frequency engine shake vibration occurs during the traveling of the automobile, the upper orifice 26 changes when the first elastic body 14 is deformed by the load input from the engine E and the volume of the first liquid chamber 24 changes. The liquid goes back and forth between the first liquid chamber 24 and the second liquid chamber 25 connected via the lower orifice 27. When the volume of the first liquid chamber 24 is enlarged / reduced, the volume of the second liquid chamber 25 is reduced / expanded accordingly, but the volume change of the second liquid chamber 25 is absorbed by the elastic deformation of the diaphragm 22. At this time, the shape and size of the upper orifice 26 and the lower orifice 27 and the spring constant of the first elastic body 14 are set so as to exhibit a low spring constant and a high damping force in the frequency region of the engine shake vibration. Vibration transmitted from the engine E to the vehicle body frame F can be effectively reduced.
[0023]
In the frequency region of the engine shake vibration, the actuator 29 is kept in an inoperative state.
[0024]
When vibration having a frequency higher than the engine shake vibration, that is, idle vibration or booming sound vibration caused by rotation of the crankshaft of the engine E occurs, the upper orifice 26 connecting the first liquid chamber 24 and the second liquid chamber 25. Since the liquid in the lower orifice 27 is in a stick state and cannot exhibit the anti-vibration function, the actuator 29 is driven to exhibit the anti-vibration function.
[0025]
The electronic control unit U controls the energization of the coil 29 of the actuator 29 based on the signals from the sensors Sa, Sb, Sc, and Sd so that the active vibration-proof support device M exhibits the vibration-proof function. The contents of this control will be specifically described based on the flowchart of FIG.
[0026]
First, crank pulses output at every 10 ° crank angle detected by the crank pulse sensor Sa in step S1, timing of top dead center for each cylinder detected by the TDC sensor Sb, and engine detected by the engine speed sensor Sc. The rotational speed Ne and the outside air temperature Ta detected by the outside air temperature sensor Sd are read. After calculating the crank pulse time interval in the subsequent step S2, the crank angular speed ω is calculated by dividing the 10 ° crank angle by the crank pulse time interval in step S3, and the crank angular speed ω is calculated in step S4. The crank angular acceleration dω / dt is calculated by differentiation. In the following step S5, the torque Tq around the crankshaft of the engine E is set as I, and the inertia moment around the crankshaft of the engine E is set as I.
Tq = I × dω / dt
Calculated by This torque Tq is zero assuming that the crankshaft is rotating at a constant angular velocity ω, but in the expansion stroke, the angular velocity ω increases due to acceleration of the piston, and in the compression stroke, the angular velocity ω decreases due to deceleration of the piston. Since the crank angular acceleration dω / dt is generated, a torque Tq proportional to the crank angular acceleration dω / dt is generated.
[0027]
In the next step S6, the maximum value and the minimum value of the temporally adjacent torque are determined, and in step S7, the engine vibration amount is calculated as a deviation between the maximum value and the minimum value of the torque, that is, the torque fluctuation amount. This engine vibration amount has a high correlation with the vibration state at the position of the active vibration-proof support device M. In the subsequent step S8, the engine vibration amount for each cylinder is calculated by associating the TDC signal for each cylinder with the engine vibration amount. In step S9, the crank phase of vibration for each cylinder is estimated from the TDC signal for each cylinder and the angular velocity ω of the crankshaft.
[0028]
As described above, the crank phase of the vibration for each cylinder estimated from the crank pulse and the TDC signal indicates the time delay until the vibration generated by the explosion of the air-fuel mixture reaches the position of the active vibration isolation support device M, and the active type vibration isolation. Due to the time delay from the input of the drive signal to the vibration support device M until the actuator 29 is activated, a deviation occurs from the operation phase of the actuator 29 of the active vibration isolation support device M. There is a possibility that the anti-vibration effect of the anti-vibration support device M is not sufficiently exhibited. The magnitude of this phase shift mainly changes with the engine speed Ne and also changes with the outside air temperature Ta.
[0029]
Therefore, in this embodiment, the time delay is corrected in the following steps S10 and S11. That is, the engine speed Ne detected by the engine speed sensor Sc in step S10 is applied to the map of FIG. 6A to search for a correction phase value, and the outside air temperature detected by the outside air temperature sensor Sd in step S11. The correction phase value is retrieved by applying the intake air temperature or the cooling water temperature corresponding to Ta to the maps of FIGS. In step S12, the crank phase of vibration for each cylinder is corrected by the correction phase value based on the engine speed Ne and the correction phase value based on the outside air temperature Ta to determine the control phase of the actuator 29 of the active vibration isolation support device M. In step S13, the actuator 29 of the active vibration isolating support device M is operated based on the corrected crank phase of vibration for each cylinder.
[0030]
Therefore, when the engine E is biased downward due to vibration and the volume of the first fluid chamber 24 decreases and the fluid pressure increases, the coil 34 is excited to attract the armature 38. As a result, the armature 38 moves downward together with the slider 43 and the movable member 20 while compressing the coil springs 41 and 45, and deforms the second elastic body 18 connected to the inner periphery of the movable member 20 downward. As a result, since the volume of the first fluid chamber 24 is increased and the increase in fluid pressure is suppressed, the active vibration isolating support device M is an active support that prevents downward load transmission from the engine E to the vehicle body frame F. Generate power.
[0031]
On the contrary, when the engine E is biased upward due to vibration and the volume of the first liquid chamber 24 increases and the hydraulic pressure decreases, the coil 34 is demagnetized to release the suction of the armature 38. As a result, the armature 38 moves upward together with the slider 43 and the movable member 20 by the elastic force of the coil springs 41 and 45, and deforms the second elastic body 18 whose inner periphery is connected to the movable member 20 upward. As a result, since the volume of the first fluid chamber 24 is reduced and the decrease in fluid pressure is suppressed, the active vibration isolating support device M is an active support that prevents upward load transmission from the engine E to the vehicle body frame F. Generate power.
[0032]
By controlling the timing of exciting and demagnetizing the coil 34 of the actuator 29 of the above-described active vibration isolating support apparatus M based on the corrected crank phase of vibration for each cylinder, the crank phase of vibration for each cylinder is controlled. On the other hand, the active vibration-proof support device M can be operated at an appropriate timing without a time delay, and the vibration-proof performance can be effectively exhibited.
[0033]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0034]
For example, the structure of the active vibration isolating support apparatus M is not limited to that of the embodiment, and various structures having similar functions can be adopted.
[0035]
【The invention's effect】
As described above, according to the present invention, when the phase for operating the actuator of the active vibration isolating support device is controlled based on the phase of the engine vibration estimated from the crank pulse, the engine speed detected by the engine speed sensor is detected. Since the estimated vibration phase is corrected based on the number, the actuator of the active vibration isolating support device is operated without causing a time delay with respect to the actual engine vibration phase. The anti-vibration effect can be fully exhibited.
[0036]
The phase of the vibration of the engine estimated from crank pulses in particular, is corrected based on the outside air temperature as well as the engine speed, to compensate for the phase shift due to variations in the ambient temperature to the phase of vibration of the engine Thus, the actuator of the active vibration isolating support device can be operated at a more appropriate timing to further enhance the vibration isolating effect.
[Brief description of the drawings]
1 is a longitudinal sectional view of an active vibration isolating support device. FIG. 2 is a sectional view taken along line 2-2 in FIG. 1. FIG. 3 is a sectional view taken along line 3-3 in FIG. FIG. 5 is a flowchart showing a control method of the active vibration isolating support device. FIG. 6 is a map for searching for a correction phase value of a crank phase of vibration.
E Engine Ne Engine speed M Active vibration-proof support device Sc Engine speed sensor Sd Outside air temperature sensor Ta Outside air temperature U Electronic control unit (correction means)
29 Actuator

Claims (1)

Even without least to estimate the phase of the vibration of the engine (E) from the crank pulse, the engine for controlling the phase of actuating the actuator (29) of the active vibration isolation support device (M) based on the estimated vibration of the phase In the vibration prevention control device,
An engine speed sensor (Sc) for detecting the engine speed (Ne);
An outside air temperature sensor (Sd) for detecting the outside air temperature (Ta);
The actuator (29) is operated without causing a time delay with respect to the phase of the vibration of the actual engine (E), and the phase shift due to fluctuations in the outside air temperature (Ta) is compensated for, so that the actual engine (E ) To correct the estimated vibration phase based on the engine speed (Ne) and the outside air temperature (Ta) in order to operate the actuator (29) at an appropriate timing with respect to the vibration phase of And an anti-vibration control device for an engine.

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