JP4929092B2 - Anti-vibration support device for engine - Google Patents

Description

  The present invention relates to an anti-vibration support device for an engine that suppresses transmission of engine vibration to a vehicle body frame by controlling energization to an actuator of the active anti-vibration support device.

  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, when an active vibration isolating support device is operating, particularly when an abnormality occurs in an engine in a cylinder deactivation operation and the vibration increases rapidly, the active vibration isolating support device limits its capability to suppress the vibration. As a result, there is a possibility that an abnormality occurs in the active vibration isolating support device itself or the durability is lowered. In addition, when an abnormality occurs in the active vibration isolating support device itself, if the engine operating state is switched to an operation state where vibration is large, the vibration cannot be suppressed by the active vibration isolating support device, and noise or Vibration may increase.

  The present invention has been made in view of the above-described circumstances. When an abnormality of the cylinder deactivation mechanism occurs in the engine during cylinder deactivation operation, the durability of the active vibration isolating support device is prevented and noise is reduced. The purpose is to minimize the increase of vibration and vibration.

In order to achieve the above object, according to the invention described in claim 1, an elastic body that receives vibration of an engine capable of cylinder deactivation operation, a liquid chamber in which the elastic body forms at least a part of a wall surface, An active vibration isolating support device that includes a movable member that changes the volume of the liquid chamber and an actuator that drives the movable member with electromagnetic force, and controls the energization of the actuator of the active vibration isolating support device to control the engine. vibration damping support apparatus for suppressing engine of vibration is transmitted to the vehicle body frame, when an abnormality in the cylinder deactivation mechanism of said engine is detected during cylinder deactivation operation of the engine, the active vibration isolation support system vibration reduction in order to prevent performing unnecessary operation remain not be suppress the vibration of the engine abnormality occurs, the engine and inhibits the operation of the active vibration isolation support system Lifting device is proposed.

  According to a second aspect of the present invention, in addition to the configuration of the first aspect, the abnormality of the cylinder deactivation mechanism is determined based on an abnormality of a solenoid valve that controls cylinder deactivation switching hydraulic pressure. An anti-vibration support device for an engine is proposed.

  In addition, the 1st elastic body 14 of an Example respond | corresponds to the elastic body of this invention, and the 1st liquid chamber 24 of an Example respond | corresponds to the liquid chamber of this invention.

As described above, according to the first aspect of the present invention, the vibration of the engine during the cylinder deactivation operation is prevented from being transmitted to the vehicle body frame by controlling the energization to the actuator of the active vibration isolating support device. when, when an abnormality in the cylinder deactivation mechanism of said engine is detected during the cylinder deactivation operation of the engine, wasteful remain active vibration isolation support system is not fully suppress the vibration of the engine abnormality occurs Since the operation of the active vibration isolating support device is prohibited in order to prevent the operation, the active vibration isolating support device can be prevented from performing a wasteful operation in a state where the vibration of the engine cannot be suppressed. However, it is possible to avoid the waste of electric power and the decrease in the durability of the active vibration isolating support device.

  According to the invention described in claim 2, it is possible to determine the abnormality of the cylinder deactivation mechanism based on the abnormality of the solenoid valve that controls the cylinder deactivation switching hydraulic pressure.

  Hereinafter, embodiments of the present invention will be described 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. 3-3 is a cross-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 actuator, and FIG. FIG. 7 is a flowchart showing an engine control method when an abnormality occurs in the operating state of the active vibration isolating support device.

  The active vibration isolating 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. As the crankshaft of the engine E rotates, Is controlled by an electronic control unit U to which a crank pulse sensor S for detecting a crank pulse outputted in this manner is connected. This 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.

  Based on the signal from the crank pulse sensor S, the electronic control unit U controls energization to the coil 34 in order to exhibit the vibration isolation function by the actuator 29. The contents of this control will be specifically described based on the flowchart of FIG.

First, in step S1, a crank pulse output from the crank pulse sensor S 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 next 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 crank angular acceleration dω / dt is generated, 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 isolating support device that supports the engine E as a torque fluctuation amount. The amplitude at the position of M is calculated. This amplitude corresponds to the magnitude of the engine vibration of the present invention. In step S8, if the amplitude is equal to or larger than a preset value, an engine vibration phase is calculated in step S9. The phase of the engine vibration can be calculated from the crank angle at which the torque becomes maximum. On the other hand, if the amplitude is less than the preset value in step S8, the phase of the engine vibration is fixed to the preset value in step S10. In step S11, the duty waveform and timing (phase) of the current applied to the coil 34 of the actuator 29 based on the calculated magnitude of the engine vibration and the calculated phase of the engine vibration (or the preset phase of the engine vibration). To decide.

  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.

  Conversely, when the engine E is biased upward by vibration and the volume of the first fluid chamber 24 increases and the fluid pressure decreases, the coil 34 is demagnetized and the suction of the armature 38 is released. 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.

  As described above, the magnitude of the engine vibration and the phase of the engine vibration are estimated from the crank pulse of the engine E detected by the crank pulse sensor S. Based on the estimated magnitude of the engine vibration and the phase of the engine vibration, the actuator 29 Since the current applied to the coil 34 is controlled, it is effective for the active vibration isolating support device M without being affected by variations in vibration characteristics among the individual engines E or changes in vibration characteristics associated with long-term use of the engine. Anti-vibration performance can be exhibited.

  Further, when the estimated engine vibration is small, the torque fluctuation is also small. Therefore, the accuracy of the phase of the engine vibration estimated from the phase where the torque becomes maximum is lowered, and it becomes difficult to control the actuator 29 accurately. However, in this case, since the actuator 29 is controlled based on the estimated magnitude of the engine vibration and the preset phase of the engine vibration, the actuator 29 is accurately controlled even when it is difficult to estimate the phase of the engine vibration. The active vibration isolation support device M can exhibit effective vibration isolation performance.

In the flowchart of FIG. 6, if the operating state of the engine E is normal in step S22 during the control of the active vibration isolation support device M in step S21, the control of the active vibration isolation support device M is performed in step S23. Continue as it is. On the other hand, if an abnormality occurs in the operating state of the engine E in step S22, the active vibration isolating support device M is prevented from performing a useless operation in a state where the vibration of the engine E in which the abnormality has occurred cannot be suppressed. Therefore, control of the active vibration isolating support apparatus M is stopped in step S24.

  As a result, it is possible to prevent the active vibration isolating support device M from performing a wasteful operation while the large vibration of the engine E in which the abnormality has occurred cannot be suppressed, and the actuator 29 consumes wasteful power, Further, it is possible to avoid a situation where the load of the active vibration isolating support device M increases and the durability is lowered.

  The abnormality in the operating state of the engine E described above is an abnormality in the cylinder deactivation mechanism of the engine E during the cylinder deactivation operation. The abnormality is detected by monitoring the cylinder deactivation switching hydraulic pressure with a hydraulic sensor, or a hydraulic pressure switching solenoid. This is done by monitoring valve disconnection.

  Further, in the flowchart of FIG. 7, if the active state of the active vibration isolating support device M is normal in step S32 during the control of the active vibration isolating support device M in step S31, the active vibration isolating support in step S33. Control of the apparatus M is continued as it is. On the other hand, if an abnormality occurs in the operating state of the active vibration isolating support device M in step S32, if the engine E is in the cylinder deactivation in step S34, the cylinder deactivation is canceled in step S35 and the entire cylinder state is restored. In addition, if the engine E is not in the cylinder deactivation in step S34, switching to the cylinder deactivation is prohibited in step S36.

  As a result, it is possible to prevent the cylinder E from being deactivated in a state in which the vibration of the engine E increases in the state where the active vibration isolating support device M is abnormal and cannot sufficiently exhibit the vibration isolating function. An increase can be prevented.

  The above-described abnormality in the operating state of the active vibration isolating support device M includes, for example, an abnormality in the actuator 29 and its electronic control unit U. The magnitude of the current flowing through the actuator 29 is monitored, and the electronic control unit U The disconnection is monitored based on the voltage of each signal line.

  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, the active vibration isolating support apparatus M that supports the engine E of the automobile is illustrated, but the active vibration isolation support apparatus M of the present invention can be applied to support an engine other than the automobile.

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. Flow chart showing control method of actuator Flow chart showing control method of active vibration isolating support device when abnormality occurs in engine operating condition Flow chart showing the control method of the engine when an abnormality occurs in the operating state of the active vibration isolating support device

E Engine F Body frame M Active vibration isolation support device 14 First elastic body (elastic body)
20 movable member 24 first liquid chamber (liquid chamber)
29 Actuator

Claims (2)

An elastic body (14) that receives vibration of an engine (E) capable of cylinder deactivation;
A liquid chamber (24) in which the elastic body (14) constitutes at least a part of the wall surface;
A movable member (20) for changing the volume of the liquid chamber (24);
An actuator (29) for driving the movable member (20) with electromagnetic force;
Comprising an active anti-vibration support device (M) including
In an anti-vibration support device for an engine that suppresses transmission of vibration of the engine (E) to the vehicle body frame (F) by controlling energization to the actuator (29) of the active anti-vibration support device (M).
When an abnormality is detected in cylinder deactivation mechanism of said engine (E) during the cylinder deactivation operation of the engine (E), the vibration of the engine (E) of the active vibration isolation support device (M) has abnormality occurs The anti-vibration support device for an engine is characterized in that the operation of the active anti-vibration support device (M) is prohibited in order to prevent useless operation in a state where it cannot be suppressed .   2. The anti-vibration support device for an engine according to claim 1, wherein the abnormality of the cylinder deactivation mechanism is determined based on an abnormality of a solenoid valve that controls cylinder deactivation switching hydraulic pressure.

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