JP4065157B2 - Control method of active vibration isolator - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an active vibration isolator used for an engine mount of an automobile, and more particularly to a control method at the time of failure.
[0002]
[Prior art]
As an active vibration isolator used for an engine mount of an automobile, one described in Japanese Patent Application Laid-Open No. 9-273589 is known. In this active vibration isolator, the upper end is fixed to the engine as a vibration source, and the lower end is fixed to the vehicle body frame via a load sensor, and the load of vibration transmitted from the engine to the vehicle frame is detected by the load sensor. In addition, an anti-vibration effect is obtained by controlling the active vibration isolator so as to cancel the load change.
[0003]
[Problems to be solved by the invention]
By the way, there is a case where the engine is supported on the vehicle body frame via three or more vibration isolators, and two of them are constituted by active vibration isolators. An explanation of the vibration isolating function at that time is shown in FIG. It is. FIG. 7A shows the case where the control of the two active vibration isolators on the front side and the rear side is stopped. The vibration transmitted from the engine to the vehicle body frame is the active vibration isolator on the front side. Is the vector sum of the vibration transmitted by the rear side active vibration isolator and the vibration transmitted by the other vibration isolator (an anti-vibration apparatus other than the active vibration isolator). Since the active vibration isolator does not exhibit the vibration isolating function, the total vibration transmitted to the vehicle body frame becomes large.
[0004]
FIG. 7B shows a case where the two active vibration isolators on the front side and the rear side are appropriately controlled. When both active vibration isolators normally exhibit the vibration isolating function, The total vibration transmitted to the frame is small and an anti-vibration effect can be obtained.
[0005]
FIG. 7C shows conventional control when one of the active vibration isolator on the front side and the rear side (for example, the active vibration isolator on the front side) fails. The active anti-vibration device is controlled to stop the control of the abnormal front-side active anti-vibration device. In this case, the active vibration isolator on the front side whose control is stopped does not exhibit the vibration isolating function, and the normal active vibration isolator on the rear side does not consider the failure of the active vibration isolator on the front side. Since the conventional control is performed, the total vibration transmitted to the vehicle body frame becomes large, and there is a problem that unpleasantness is felt for passengers due to an increase in noise of a specific frequency such as a booming noise in the passenger compartment. .
[0006]
The present invention has been made in view of the above-described circumstances. When one of a plurality of active vibration isolators fails, the remaining normal active vibration isolator exerts the maximum vibration isolating effect. The purpose is to let you.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, the engine is supported on the body frame via a plurality of vibration isolation devices, and the plurality of vibration isolation devices include a plurality of active vibration isolation devices. A method for controlling an active vibration isolator in a vehicle including a type anti-vibration device, the step of determining whether or not the plurality of active vibration isolators are normal, and all active vibration isolators A step of individually controlling all the active vibration isolators so that engine vibrations are not transmitted to the vehicle body frame, and a normal active vibration isolator and an abnormal active vibration isolator When it is present at the same time, the control of the abnormal active vibration isolator is stopped, and the vector sum of the vibration transmitted by the abnormal active vibration isolator and the vibration transmitted by the other vibration isolator is minimized. To control a normal active vibration isolator so that The method of the active vibration isolation device of a vehicle, characterized in Mukoto is proposed.
[0008]
According to the above configuration, it is determined whether or not a plurality of active vibration isolators that support the engine on the body frame are normal, and if all active vibration isolators are normal, the vibration of the engine If all the active anti-vibration devices are individually controlled so that they are not transmitted to the frame, and if there is a normal active anti-vibration device and an abnormal active anti-vibration device at the same time, Stop control so that the vector sum of the vibration transmitted by the abnormal active vibration isolator and the vibration transmitted by other vibration isolators (including normal active vibration isolator) is minimized. The normal active vibration isolator is controlled so as to reduce the vibration or noise of the passenger compartment, so that even if one of the plurality of active vibration isolators fails, the normal active vibration isolator is The maximum anti-vibration / soundproof effect can be exhibited.
[0009]
According to the second aspect of the present invention, the engine is supported on the vehicle body frame via a plurality of vibration isolation devices, and the plurality of vibration isolation devices include a plurality of active vibration isolation devices. A method for controlling an active vibration isolator in a vehicle, the step of determining whether or not the plurality of active vibration isolators are normal, and when all the active vibration isolators are normal, A step of individually controlling all the active vibration isolators based on a signal from a load sensor that detects a load of vibration transmitted from the engine to each vehicle body frame via each active vibration isolator; When only the active vibration isolator is abnormal, normal active vibration isolation is performed so that the vector sum of the vibration transmitted by the abnormal active vibration isolator and the vibration transmitted by the other vibration isolator is minimized. Contact comprise the step of controlling the vibration device to the vehicle, wherein Method of controlling the active vibration isolation device is proposed that.
[0010]
According to the above configuration, it is determined whether or not a plurality of active vibration isolators that support the engine on the vehicle body frame are normal. All of the active vibration isolators are individually subjected to load control based on a signal from a load sensor that detects a load of vibration transmitted to the vehicle body frame via the vibration isolator, and some active vibration isolators If only is abnormal, the vector sum of the vibration transmitted by the abnormal active vibration isolator and the vibration transmitted by other vibration isolators (including normal active vibration isolator) is minimized. The normal active vibration isolator is vector controlled so as to reduce the vibration or noise of the passenger compartment, so that even if one of the plurality of active vibration isolators fails, the normal active vibration isolator is normal The device can exhibit the maximum vibration and sound insulation effect. .
[0011]
The front-side active vibration isolator Mf and the rear-side active vibration isolator Mr correspond to the active vibration isolator of the present invention.
[0012]
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.
[0013]
1 to 7 show a first embodiment of the present invention. FIG. 1 is an overall side view of a vehicle equipped with an active vibration isolator, and FIG. 2 is a longitudinal sectional view of the active vibration isolator (FIG. 3). 3 is a cross-sectional view taken along line 3-3 in FIG. 2, FIG. 4 is a cross-sectional view taken along line 4-4 in FIG. 3, and FIG. 5 is a block diagram of a control system of the active vibration isolator. FIG. 6 is a flowchart for explaining the control of the active vibration isolator, and FIG. 7 is a diagram for explaining the vibration isolating function of the active vibration isolator.
[0014]
As shown in FIG. 1, an engine E mounted on the front of a vehicle body includes a front-side active vibration isolator (ACM) Mf and a rear-side active vibration isolator (ACM) having substantially the same structure. It is supported by the vehicle body frame F via Mr and a non-active vibration isolator (not shown). The active vibration isolator ECU 2 connected to the engine ECU 1 that controls the engine E includes a front side that detects a load of vibration transmitted from the engine E to the vehicle body frame F via the front active vibration isolator Mf. A signal from the load sensor 3f, a signal from the load sensor 3r on the rear side that detects a load of vibration transmitted from the engine E to the vehicle body frame F via the active vibration isolator Mr on the rear side, The signal from the microphone 4 for detecting the noise is input. The active vibration isolator ECU 2 is based on a crank pulse signal input from the engine ECU 1, load signals input from the front and rear load sensors 3 f and 3 r, and an indoor noise signal input from the microphone 4. Thus, the operation of the front and rear active vibration isolators Mf and Mr is controlled.
[0015]
Next, the structures of the front-side and rear-side active vibration isolators Mf and Mr will be described with reference to FIGS. Since the structures of the front-side and rear-side active vibration isolators Mf and Mr are substantially the same, the structure of the front-side active vibration isolator Mf will be described as a representative example.
[0016]
The active vibration isolator Mf has a substantially axisymmetric structure with respect to the axis L, a conical mounting block 12 welded to a plate-shaped mounting bracket 11 coupled to the engine E, and the mounting block 12. And an orifice forming member 13 disposed coaxially on the outer periphery, and the upper end and the lower end of the first elastic body 14 formed of thick rubber are joined to the mounting block 12 and the orifice forming member 13 by vulcanization bonding. Is done. By connecting the upper casing 15 to the outer periphery of the orifice forming member 13, an annular orifice 16 is formed between them. The upper end of the orifice forming member 13 and the upper casing 15 and the outer end of the mounting bracket 11 are connected by a diaphragm 17. Upper and lower second elastic body holders 19 a and 19 b are overlapped and fixed between the lower end of the upper casing 15 and the upper end of the lower casing 18, and the second elastic body holders 19 a and 19 b and the dish-like movable member 20 are fixed. An annular second elastic body 21 is joined to the outer periphery by vulcanization adhesion.
[0017]
A main liquid chamber 22 is defined between the first elastic body 14, the second elastic body 21, and the movable member 20, and a sub liquid chamber 23 is defined between the first elastic body 14 and the diaphragm 17. A partition plate 26 is sandwiched between the upper second elastic body holder 19a and the orifice forming member 13, and the main liquid chamber 22 is separated into two upper and lower chambers by a filter orifice 26a formed at the center thereof. . The main liquid chamber 22 and the sub liquid chamber 23 communicate with each other through the orifice 16. That is, one end of the orifice 16 extending over approximately 360 ° communicates with the main liquid chamber 22 via the first through hole 24 formed in the orifice forming member 13, and the other end is connected to the orifice forming member 13 and the first elastic body 14. The secondary liquid chamber 23 communicates with the second through hole 25 (see FIG. 3) formed in the above. The orifice 16 is formed so that the passage cross-sectional area of the substantially half circumference near the first through hole 24 is large and the passage cross-sectional area of the substantially half circumference near the second through hole 25 is small.
[0018]
Thus, when the first elastic body 14 is deformed downward by the vibration from the engine E and the volume of the main liquid chamber 22 is reduced, the liquid pushed out from the main liquid chamber 22 is in contact with the first through hole 24, the orifice 16 and the first liquid. The diaphragm 17 that flows into the secondary liquid chamber 23 through the two through holes 25 and faces the secondary liquid chamber 23 is deformed outward. Conversely, when the first elastic body 14 is deformed upward by the vibration from the engine E and the volume of the main liquid chamber 22 is increased, the liquid sucked out from the sub liquid chamber 23 is discharged from the second through hole 25, the orifice 16, and the first liquid chamber 22. The diaphragm 17 that flows into the main liquid chamber 22 through the one through hole 24 and faces the sub liquid chamber 23 is deformed inward.
[0019]
A yoke 29 is housed inside the lower casing 18, and a coil 31 that is wound around the bobbin 30 and arranged so as to surround the axis L is supported in the yoke 29. A triangular pyramid-shaped armature 32 is slidably fitted to a shaft portion 20a projecting along the axis L from the lower surface of the movable member 20, and the movable member is in contact with a stopper 33 provided in the middle of the shaft portion 20a. It is urged downward by a spring 34 provided between the lower surface of 20. A cylindrical guide member 35 fixed to the lower surface of the amateur 32 is slidably fitted to the outer periphery of the guide portion 29a of the yoke 29. The armature 32 is moved along the axis L by the guide member 35 and the guide portion 29a. Guided to move.
[0020]
The yoke 29, the bobbin 30, the coil 31, and the armature 32 constitute the actuator A of the active vibration isolator Mf. When the coil 31 of the actuator A is in a demagnetized state, the armature 32 is separated upward from the yoke 29 by the elastic force of the second elastic body 21. When the coil 31 is excited from this state, the armature 32 is attracted by the yoke 29, and the movable member 20 pulled by the shaft portion 20a moves downward against the elastic force of the second elastic body 21.
[0021]
FIG. 5 is a block diagram of the control system of the active vibration isolators Mf and Mr on the front side and the rear side. The crank pulse signal from the engine ECU 1 and the loads from the load sensors 3f and 3r on the front side and the rear side. The load control means 5 to which the signal is input outputs a load control signal for controlling the actuators A and A of the active vibration isolators Mf and Mr on the front side and the rear side, and a noise signal from the microphone 4 is input. The vector control means 6 outputs a vector control signal for controlling the actuators A and A of the active vibration isolators Mf and Mr on the normal side, either the front side or the rear side. The selection means 8 to which the load control signal and the vector control signal are inputted selects one of the load control signal and the vector control signal based on the abnormality signal from the abnormality detection means, and selects the selected load control signal or vector control signal. Based on this, the actuators A and A of the active vibration isolators Mf and Mr on the front side and the rear side are controlled.
[0022]
Next, the operation of the embodiment of the present invention having the above configuration will be described.
[0023]
First, the normal operation of the front and rear active vibration isolators Mf and Mr will be described. In the engine E idle speed region, the actuator A is kept in the non-operating state. When the volume of the main liquid chamber 22 is expanded or reduced due to the vibration of the engine E, the volume of the sub liquid chamber 23 is reduced or expanded accordingly. However, since the characteristics of the orifice 16 and the spring constant of the first elastic body 14 in this state are set so as to exhibit a low spring constant and a high damping force in the idle rotation speed region, the engine E to the body frame The vibration transmitted to F can be effectively reduced.
[0024]
In the engine speed range higher than the idle speed of the engine E, the inside of the orifice 16 connecting the main liquid chamber 22 and the sub liquid chamber 23 is in a choked state, so that the actuator A is actuated to exert a vibration isolation function. That is, when the engine E is displaced downward by vibration and the volume of the main fluid chamber 22 decreases and the fluid pressure increases, the coil 31 is excited to attract the armature 32. As a result, the armature 32 moves downward together with the movable member 20, and deforms the second elastic body 21 connected to the movable member 20 at the inner periphery downward. As a result, the volume of the main fluid chamber 22 increases and the increase in fluid pressure is suppressed, so that the active vibration isolators Mf and Mr on the front side and rear side transmit downward load from the engine E to the vehicle body frame F. Generate active support force to prevent.
[0025]
On the contrary, when the engine E is displaced upward by vibration and the volume of the main liquid chamber 22 increases and the hydraulic pressure decreases, the coil 31 is demagnetized and the attraction of the armature 32 is released. As a result, the armature 32 moves upward together with the movable member 20 by the elastic force of the second elastic body 21. As a result, the volume of the main fluid chamber 22 is reduced and the decrease in fluid pressure is suppressed, so that the active vibration isolators Mf and Mr on the front side and rear side transmit upward load from the engine E to the vehicle body frame F. Generate active support force to prevent.
[0026]
Incidentally, the liquid in the main liquid chamber 22 moves back and forth through the filter orifice 26a provided in the partition plate 26 in accordance with the vibration of the movable member 20, so that the front and rear active vibration isolators Mf and Mr are This prevents the occurrence of displacement at a frequency higher than the vibration frequency of the engine E, and in particular exhibits a function of reducing vibration and noise when the vehicle is traveling at a constant speed of 25 km / h to 50 km / h.
[0027]
Next, the operation including the time of failure of the active vibration isolators Mf and Mr on the front side and the rear side will be described based on the flowchart of FIG.
[0028]
First, in step S1, the abnormality detection means 7 detects an abnormality in the active vibration isolators Mf and Mr on the front side and the rear side. If both active vibration isolators Mf and Mr are normal, the selection is made in step S2. The means 8 selects a load control signal output from the load control means 5, and controls the front-side and rear-side active vibration isolators Mf and Mr based on the load control signal as described above. On the other hand, at step S1, at least one of the front and rear active vibration isolators Mf and Mr is abnormal, and at step S3, only one of the front and rear active vibration isolators Mf and Mr is detected. If it is abnormal, the selection means 8 selects the vector control signal output from the vector control means 6 in step S4, and controls the normal active vibration isolators Mf and Mr based on this vector control signal.
[0029]
For example, when the active vibration isolator Mf on the front side fails, the control of the active vibration isolator Mf on the front side is stopped, and the normal active vibration isolator Mr on the normal side is vector-controlled. . As shown in FIG. 7D, in the vector control, the magnitude and phase of the current supplied to the coil 31 of the actuator A are made different from those in the load control, and the front side active where the control is stopped due to the occurrence of an abnormality. The vector sum of the vibration transmitted by the type vibration isolator Mf, the vibration transmitted by the active vibration isolator Mr on the rear side that is vector-controlled, and the vibration transmitted by another anti-vibration device (not shown) is minimized. Thus, the magnitude and phase of the current supplied to the coil 31 of the actuator A of the active vibration isolator Mr on the rear side are controlled.
[0030]
The vector control of the active vibration isolator Mr on the rear side is performed based on a noise signal detected by the microphone 4 provided in the passenger compartment, and even if the active vibration isolator Mf on the front side fails. A passenger's discomfort can be reduced by suppressing vibration and noise in the passenger compartment.
[0031]
If both the front and rear active vibration isolators Mf and Mr are abnormal in step S3, the control of both active vibration isolators Mf and Mr is stopped in step S5.
[0032]
Next, a second embodiment of the present invention will be described with reference to FIGS.
[0033]
In the first embodiment, when one of the active vibration isolators Mf and Mr on the front side and the rear side fails, the active vibration isolator Mf on the normal side is detected based on the indoor noise signal detected by the microphone 4. , Mr is controlled, but in the second embodiment, the microphone 4 is abolished, and instead the rear side active vibration isolator Mr is controlled when the front side active vibration isolator Mf fails. And a front-side vector control map for controlling the front-side active vibration isolator Mf when the rear-side active vibration-proof device Mr fails, based on these maps. The active vibration isolators Mf and Mr on the side or rear side are controlled.
[0034]
According to the second embodiment, it is possible to achieve the same effect as the first embodiment while eliminating the microphone 4 and reducing the cost.
[0035]
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.
[0036]
For example, in the embodiment, two active vibration isolators Mf and Mr on the front side and rear side are provided, but three or more active vibration isolators can be provided.
[0037]
【The invention's effect】
As described above, according to the first aspect of the present invention, it is determined whether or not a plurality of active vibration isolators that support the engine on the body frame are normal, and all the active vibration isolators are If it is normal, all active vibration isolators are individually controlled so that engine vibration is not transmitted to the body frame, and normal active vibration absorbers and abnormal active vibration isolators exist simultaneously. For example, the control of an abnormal active vibration isolator is stopped, the vibration transmitted by the abnormal active vibration isolator, and the vibration transmitted by another vibration isolator (including a normal active vibration isolator) The normal active vibration isolator is vector- controlled so as to reduce the vibration or noise of the passenger compartment in such a way that the vector sum is minimized, so that any of the plurality of active vibration isolators fails. Even in the event of failure, the normal active vibration isolator can maximize vibration and vibration prevention. It can be effective.
[0038]
According to the second aspect of the present invention, it is determined whether or not a plurality of active vibration isolators that support the engine on the body frame are normal, and if all active vibration isolators are normal. For example, all the active vibration isolators are individually subjected to load control based on a signal from a load sensor that detects a load of vibration transmitted from the engine to the vehicle body frame via each active vibration isolator. When only the active anti-vibration device is abnormal, the vibration transmitted by the abnormal active anti-vibration device and the vibration transmitted by other anti-vibration devices (including normal active anti-vibration devices) When a normal active vibration isolator is vector-controlled so that the vector sum is minimized to reduce vibration or noise in the passenger compartment, if any of the active vibration isolators fails But with normal active vibration isolator, maximum vibration and sound insulation effect It can be exhibited.
[Brief description of the drawings]
FIG. 1 is an overall side view of a vehicle equipped with an active vibration isolator. FIG. 2 is a longitudinal sectional view of the active vibration isolator (cross-sectional view taken along line 2-2 in FIG. 3).
3 is a sectional view taken along line 3-3 in FIG. 2. FIG. 4 is a sectional view taken along line 4-4 in FIG. 3. FIG. 5 is a block diagram of a control system of the active vibration isolator. FIG. 7 is a diagram for explaining the anti-vibration function of the active type anti-vibration device. FIG. 8 is an overall side view of the vehicle according to the second embodiment of the present invention. Block diagram of control system of active vibration isolator according to embodiment
E Engine F Body frame Mf Active vibration isolator on the front side (active vibration isolator)
Mr Active vibration isolator on the rear side (active vibration isolator)

Claims (2)

In a vehicle in which an engine (E) is supported on a body frame (F) via a plurality of vibration isolation devices, and the plurality of vibration isolation devices include a plurality of active vibration isolation devices (Mf, Mr). A control method for an active vibration isolator,
Said plurality of active vibration damping device (Mf, Mr) and a step of determining whether or not normal,
All of the active vibration isolation device (Mf, Mr) when it is normal, the all of the active vibration isolation device so that the vibration of the engine (E) is not transmitted to the vehicle body frame (F) and (Mf, Mr) Individually controlled processes,
When there is a normal active vibration isolator (Mf, Mr) and an abnormal active vibration isolator (Mf, Mr) at the same time, the control of the abnormal active vibration isolator (Mf, Mr) is stopped. Normal active vibration isolation so that the vector sum of vibration transmitted by the abnormal active vibration isolation device (Mf, Mr) and vibration transmitted by the other vibration isolation devices (Mf, Mr) is minimized. A method for controlling an active vibration isolator in a vehicle, the method comprising: controlling a device (Mf, Mr). In a vehicle in which an engine (E) is supported on a body frame (F) via a plurality of vibration isolation devices, and the plurality of vibration isolation devices include a plurality of active vibration isolation devices (Mf, Mr). A control method for an active vibration isolator,
Said plurality of active vibration damping device (Mf, Mr) and a step of determining whether or not normal,
The vibration load transmitted from the engine (E) to the vehicle body frame (F) via each active vibration isolator (Mf, Mr) when all the active vibration isolators (Mf, Mr) are normal. Individually controlling all the active vibration isolators (Mf, Mr) based on signals from load sensors (3f, 3r) for detecting
When only some of the active vibration isolation devices (Mf, Mr) are abnormal, vibrations transmitted by the abnormal active vibration isolation devices (Mf, Mr) and other vibration isolation devices (Mf, Mr) And a step of controlling a normal active vibration isolator (Mf, Mr) so as to minimize a vector sum with the transmitted vibration. A method for controlling an active vibration isolator in a vehicle .

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