JP4206368B2 - Active anti-vibration support device - Google Patents

Description

The present invention relates to an active vibration isolating support device that supports an engine load and that controls vibrations by periodically expanding and contracting an actuator with a current according to the vibration state of the engine by a control unit.

  Such an active vibration isolating support device is known from the following patent document.

This active vibration isolating support device changes the spring constant by applying a current to the actuator to vibrate the movable member. The relationship between the peak current value and the phase of the applied current that sets the spring constant is determined in advance. It is memorized as a map, and the peak current value and phase of the current to be applied to the actuator are obtained from the map according to the engine speed, so that it is effective for active vibration isolating support devices in various engine speed regions. Anti-vibration performance is demonstrated.
JP 7-42783 A

  By the way, the conventional active vibration isolating support device estimates the vibration state of the engine from, for example, the crank pulse of the engine, and controls the energization to the actuator based on the vibration state to exhibit the vibration damping performance. During the transition period when the engine capable of idle operation transitions between the all-cylinder operation state and the idle cylinder operation state, the vibration state of the engine changes irregularly, so that the vibration state is accurately and promptly estimated. It is difficult to make the active vibration-proof support device exhibit effective vibration-proof performance.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to make an active vibration-proof support device exhibit effective vibration-proof performance even during a transition period of engine vibration.

To achieve the above object, according to the first aspect of the present invention, an engine load capable of switching between all-cylinder operation and rest-cylinder operation is supported on the basis of a cylinder deactivation switching signal from the engine control means. together, in suppressing active vibration isolation support system the transmission of vibrations to periodically stretch control actuator current corresponding to the vibration state of the engine by vibration isolation support system control means, the vibration isolation support system control means, a vibration state estimating means for estimating a vibration state of the engine, and an actuator drive control means for controlling the current supplied to the actuator according to the oscillation state of the engine vibration state estimating means has estimated the total based on the cylinder deactivation switching signal a vibration transition determining means for determining transition of the vibration of the engine caused by the switching to the all-cylinder operation from the switching and the cylinder deactivation operation to cylinder deactivation operation from cylinder operation When vibration transitional determination means determines the transition of the vibration to the vibration state of the engine vibration state estimating means has estimated, and a vibration state correcting means for correcting, based on a map in advance correction value stored in the An active vibration isolating support device is proposed.

The electronic control unit Um of the real施例corresponds to the vibration isolation support system control means of the present invention.

According to the configuration of the first aspect, the vibration state of the engine capable of switching between the all-cylinder operation and the non-cylinder operation is estimated by the vibration state estimation means, and the actuator drive control means is applied to the actuator according to the estimated vibration state of the engine. When the supplied current is controlled to suppress the transmission of engine vibration, the vibration transition period determination means switches from all-cylinder operation to non-cylinder operation based on the cylinder deactivation switching signal and from non-cylinder operation to all-cylinder operation. of the determining transitional vibration of the engine associated with the switching, is corrected based on the correction value is vibrating state correcting means previously stored map in the vibration state in which the estimated, also active proof in transitional vibration of the engine The vibration supporting device can exhibit effective vibration isolation performance. In particular, if the vibration transition period determination means determines the engine transition period, the estimated vibration state can be corrected before the engine vibration state actually starts to fluctuate, thus preventing a control time delay. Thus, control with high responsiveness can be performed.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

  1 to 7 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 of FIG. 1, and FIG. FIG. 4 is an enlarged view of the main part of FIG. 1, FIG. 5 is a block diagram of the control system of the active vibration isolating support device, FIG. 6 is a flowchart showing the actuator control method, and FIG. It is a time chart to explain.

  The active vibration isolation support device M shown in FIGS. 1 to 4 is for elastically supporting an engine E capable of cylinder deactivation control of an automobile on a vehicle body frame F. The engine E detected by a crank pulse sensor Sp. Are controlled by an electronic control unit Um to which a crank pulse and a cylinder deactivation switching signal from the engine control means Ue are input. The crank pulse is output 36 times per rotation of the crankshaft, that is, once every 10 ° of the crank angle.

  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.

  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.

  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.

  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).

  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).

  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.

  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.

  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.

  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.

  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.

  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.

  In the frequency region of the engine shake vibration, the actuator 29 is kept in an inoperative state.

  When vibration having a higher frequency than the engine shake vibration, that is, vibration during idling due to rotation of the crankshaft of engine E or vibration during cylinder deactivation occurs, the first liquid chamber 24 and the second liquid chamber 25 are connected. Since the liquid in the upper orifice 26 and 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.

  The electronic control unit Um controls energization to the coil 34 based on the crank pulse and the cylinder deactivation switching signal in order to operate the actuator 29 of the active vibration isolating support device M to exhibit the anti-vibration performance.

  That is, as shown in FIG. 5, the electronic control unit Um includes vibration state estimation means M1, actuator drive control means M2, vibration transition period determination means M3, and vibration state correction means M4. The vibration state estimation means M1 estimates the vibration state of the engine E (in the embodiment, the amplitude of the engine vibration) based on the crank pulse detected by the crank pulse sensor Sp. The actuator drive control means M2 controls the current supplied to the actuator 29 in order to cause the active vibration isolation support device M to exhibit the vibration isolation function according to the vibration state of the engine E estimated by the vibration state estimation means M1. . Based on the cylinder deactivation switching signal from the engine control unit Ue, the vibration transition period determination unit M3 determines that the switching between all-cylinder operation → cylinder operation and switching between the cylinder operation → all-cylinder operation has been performed. . The vibration state correcting means M4 is an engine estimated by the vibration state estimating means M1 on the basis of a map stored in advance corresponding to switching of all cylinder operation → cylinder operation or switching of cylinder rest → all cylinder operation. The vibration state of E is corrected.

  Next, the control content of the actuator 29 of the active vibration isolating support apparatus M will be specifically described based on the flowchart of FIG.

First, in step S1, the crank pulse output from the crank pulse sensor Sp every 10 ° of crank angle is read, and in step S2, the read crank pulse is compared with a reference crank pulse (TDC signal of a specific cylinder). To calculate the crank pulse time interval. In the subsequent step S3, the crank angular velocity ω is calculated by dividing the 10 ° crank angle by the time interval of the crank pulse, and in step S4, the crank angular velocity ω is time-differentiated to calculate the crank angular acceleration dω / dt. 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
Calculate 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.

  In the next step S6, the maximum value and the minimum value of the temporally adjacent torques are determined, and in step S7, the difference between the maximum value and the minimum value of the torque, that is, the active vibration isolation support device that supports the engine E as the amount of torque fluctuation The amplitude at the position of M is calculated. The processing of steps S1 to S7 is executed by the vibration state estimation means M1.

  In the following step S8, it is determined whether or not the engine E is in a transitional period in which the engine E is switched from the all-cylinder operation state to the idle cylinder operation state or in a transition period in which the engine E is switched from the idle cylinder operation state to the all cylinder operation state. to decide. When the engine E is in any one of the transition periods, the vibration state of the engine E becomes unstable. Therefore, the amplitude of the engine vibration estimated by the vibration state estimation means M1 becomes unreliable and is based on the estimated amplitude. Therefore, it is difficult to obtain an effective anti-vibration performance even if the active anti-vibration support device M is controlled.

  Therefore, when the engine E is in any of the transition periods, the vibration state correction means M4 searches for a correction value of the amplitude of the engine vibration based on the map stored in advance in step S9, and this correction value is estimated as the vibration state. Correction is made by adding to the amplitude of the engine vibration estimated by the means M1. In step S10, the actuator is driven based on the amplitude of the engine vibration estimated by the vibration state estimating means M1 in the non-transient period, and based on the amplitude of the engine vibration corrected by the vibration state correcting means M4 in the transient period. In order to control the drive of the actuator 29, the control means M2 determines the duty waveform and timing (phase) of the current applied to the coil 34 of the actuator 29 in step S11.

  Thereby, even if the vibration state of the engine E becomes unstable in the transition period between the all-cylinder operation state and the non-cylinder operation state, the active vibration-proof support device M can exhibit effective vibration-proof performance. In particular, if the drive of the actuator 29 is controlled based on the amplitude of the engine vibration estimated from the crank pulse, the transition period is corrected after the vibration state of the engine E actually becomes unstable, so a time delay occurs. However, according to this embodiment, the transition period is corrected before the vibration state of the engine E actually becomes unstable at the stage when the cylinder deactivation switching signal is output. Therefore, it is possible to perform control with no time delay and high responsiveness.

  It should be noted that the map for searching for the correction value of the amplitude of the engine vibration is changed between the transition period in which the all-cylinder operation state is switched to the non-cylinder operation state and the transition period in which the all-cylinder operation state is switched to the all cylinder operation state. Of course, more accurate control can be performed if the map is changed according to other parameters such as the engine speed and the engine load.

  FIG. 7 is a time chart showing the operation of this control. When the cylinder deactivation switching signal is switched from all-cylinder operation to non-cylinder operation at time t0, the rotation of the engine E is delayed between time t1 and time t2. Variation (that is, engine vibration) occurs. In the conventional control, the drive current of the actuator 29 is corrected with a delay from the time t1 when the rotational fluctuation of the engine E occurs. However, according to this embodiment, the actuator is synchronized with the time t1 when the rotational fluctuation of the engine E occurs. Since 29 drive currents are corrected, control responsiveness can be improved.

  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.

For example, in the embodiment illustrated the active vibration isolation support system M for supporting the vehicle engine E, the active vibration isolation support system M of the present invention can be applied to the engine other than the automobile.

  In the embodiment, the vibration state estimation means M1 estimates the amplitude of the engine vibration from the crank pulse, but the amplitude of the engine vibration may be detected by a load sensor.

Longitudinal section of active vibration isolator 2-2 sectional view of FIG. 3-3 sectional view of FIG. 1 is an enlarged view of the main part of FIG. Block diagram of control system for active vibration isolation support device Flow chart showing control method of actuator Time chart explaining the effect

Explanation of symbols

E engine <br/> M1 vibrational state estimating unit M2 actuator drive control means M3 vibration transitional determining means M4 vibrating state correcting means
Ue engine control means Um Electronic control unit ( anti-vibration support device control means)
29 Actuator

Claims (1)

Based on the cylinder deactivation switching signal from the engine control means (Ue), the engine load capable of switching between all-cylinder operation and non-cylinder operation is supported, and the anti-vibration support device control means (Um) controls the engine (E). In the active vibration isolating support device that suppresses vibration transmission by periodically extending and contracting the actuator (29) with a current according to the vibration state,
The anti-vibration support device control means (Um)
Vibration state estimation means (M1) for estimating the vibration state of the engine (E);
Actuator drive control means (M2) for controlling the current supplied to the actuator (29) according to the vibration state of the engine (E) estimated by the vibration state estimation means (M1);
Based on the cylinder deactivation switching signal , a vibration transition period determining means (M3) for determining a transition period of vibration of the engine (E) associated with switching from full cylinder operation to idle cylinder operation and switching from idle cylinder operation to all cylinder operation. )When,
When the vibration transition period determination means (M3) determines the vibration transition period, the vibration state of the engine (E) estimated by the vibration state estimation means (M1) is corrected based on the correction value stored in advance in the map. Vibration state correcting means (M4);
An anti-vibration support device comprising:

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