JPH0242491Y2 - - Google Patents

Description

[Detailed explanation of the invention] In this invention, the automatic lever is reverse R.
Alternatively, when the drive is switched to drive D, when a gear change in the automatic transmission is detected, or when the amount of change in accelerator pedal depression is detected to be greater than a predetermined amount, the roll stopper that prevents the engine from rolling is activated for a predetermined period of time. The roll stopper control device is operated.

In automatic vehicles, when the automatic lever is switched to the "R" (reverse, reverse) or "D" (drive, high-speed forward) positions,
Since the load condition acting on the engine changes, a large amount of rolling is likely to occur in the engine, which is disadvantageous in terms of performance. Furthermore, when the gears of the automatic transmission are changed, the load condition acting on the engine changes as well, so the engine tends to roll a lot, which is undesirable in terms of performance. Furthermore, even when the accelerator depression amount is greater than a predetermined amount, such as when the accelerator pedal is suddenly depressed, the engine tends to roll significantly, which is unfavorable in terms of performance. In addition, in order to eliminate these drawbacks, if a method is used that strongly restricts engine movement at all times to suppress rolling, engine vibrations will be transmitted directly to the vehicle body even when the engine is idling, causing harm to the occupants. causing discomfort and inconvenience.

This idea was made in view of the above points,
The purpose of this is when the automatic lever is switched to Reverse R or Driver D, when a gear change in the automatic transmission is detected, or when the amount of change in accelerator pedal depression is detected to be greater than a predetermined amount, etc. To provide a roll stopper control device which drives a roll stopper for a predetermined period of time to prevent rolling of an engine when huge rolling is likely to occur.

An embodiment of this invention will be described below with reference to the drawings. Figure 1 shows the loading location of the engine in a FF vehicle. In FIG. 1, 11 is an engine, and 12 is a transmission installed on the side of the engine 11. The transmission 12 is mounted on a vehicle body 14 by a transmission mount 13. Furthermore, the above engine 1
1 is mounted on the vehicle body 14 by a left mount 15. Therefore, the engine 11 and the transmission 12 installed on the side thereof are placed on the vehicle body 14 by the transmission mount 13 and the left mount 15. In addition, a front roll stopper 16 is provided on the front of the engine 11.
is provided, and a rear roll stopper 1 is provided on the rear surface.
7 is provided. The front roll stopper 16 and the rear roll stopper 17 are connected to the engine 1.
It has a damper function that alleviates the rolling motion of step 1, and the performance of the damper function can be electrically controlled. Here, FIG. 2 shows the front roll stopper 16 and rear roll stopper 17.
It is a side view showing the positional relationship of.

Next, the basic principles of the front roll stopper 16 and the rear roll stopper 17 will be explained using FIG. In FIG. 3, chambers A and B formed in hollow casings 3 and 4 made of an elastic material such as rubber are filled with oil, and a separating member is provided between chambers A and B. 21 are provided. This separation member 21 has two through holes, one of which is connected to the first orifice 22.
The other is called the second orifice 23.
Here, the inner diameter of the first orifice 22 is formed to be considerably larger than that of the second orifice 23. A rotary valve 24 is provided within the first orifice 22, and the rotary valve 24 is rotated 90 degrees by a solenoid valve (not shown) to control opening and closing of the first orifice 22. by the way,
The casings 3 and 4 are integrally connected by a connecting member 5, and a bracket 6 connected to the engine 11 is attached to the connecting member 5. As a result, the casings 3 and 4 are attached to the engine 11. On the other hand, a bracket 7 fixed to the vehicle body is attached to one end of the separation member 21.
are connected. Therefore, when the connecting member 5 vibrates in the direction of arrow D due to the rolling motion of the engine, this vibration is attenuated by the orifices 22 and 23, and is transmitted to the separating member 21 as minute vibrations in the direction of arrow C. It is becoming.

In this case, when the rotary valve 24 is rotated to close the first orifice 22, the second orifice 22 is closed.
Since oil flows between chambers A and B only through state), the amount of engine vibration transmitted to the vehicle body side increases, but the rolling motion of the engine 11 can be effectively suppressed. On the other hand, when the first orifice 22 is opened due to the rotation of the rotary valve 24, the oil in the chambers A and B flows through the first orifice 22 and the second orifice 23. As the amount of oil passing between chambers increases, the pressure difference between chambers A and B decreases (damping force is small), and the function to prevent engine rolling decreases, but engine vibration to the vehicle body decreases. The amount of transmission becomes smaller.

Hereinafter, a roll stopper control device according to an embodiment of this invention will be explained with reference to FIG.
In FIG. 4, solenoid valve signals s and t are signals supplied to solenoids S and T that perform gear changes under the control of an electronically controlled automatic transmission (ELC). This solenoid valve signal s,
Depending on the state of t, the gears of the electronically controlled automatic transmission are changed. For example, when the solenoid valve signals s and t are at H level, the gear is set to "1".
When the solenoid valve signal s is at L level and the solenoid valve signal t is at HH level, the gear is at "2nd speed" and solenoid valve signals s and t are at L level.
When the solenoid valve signal s is at the H level and the solenoid valve signal t is at the L level, the gear is switched to the "4th speed". In this embodiment, the gear switching of the electronically controlled automatic transmission is controlled by the solenoid valve signals s and t.
It is detected by checking the status of In other words, the above solenoid valve signal s is the AND circuit 311
and 314 as well as the inverter 32
are input to AND circuits 312 and 313 via. Further, the solenoid valve signal t is input to AND circuits 311 and 312, and is also input to AND circuits 313 and 314 via an inverter 33.
is input. The outputs of the AND circuits 311 to 314 are connected to the OR circuit 3 via capacitors 34 to 37.
8 is input. Further, when the automatic lever is switched to the reverse R position, the signal r, which becomes an H level signal, is input to the OR circuit 38 via the capacitor 39. Further, when the automatic lever is switched to the driver D position, the signal d, which becomes an H level signal, is input to the OR circuit 38 via the capacitor 40. By the way, reference numeral 41 is an accelerator opening sensor that reports the amount of depression of the accelerator. This accelerator opening sensor 41
The output is input to the accelerator speed detection circuit 42. This accelerator speed detection circuit 42 outputs an H level signal when the input accelerator opening change amount is equal to or greater than a predetermined amount. For example, when the accelerator is suddenly depressed, the accelerator speed detection circuit 42 outputs an H level signal. Furthermore, the output of the accelerator speed detection circuit 42 is input to the OR circuit 38. Further, the output of the OR circuit 38 is input to a timer circuit 43. This timer circuit 43 outputs an H level signal for a predetermined period of time after the level signal is input. The output of the timer circuit 43 is input to a solenoid drive circuit 44. This solenoid drive circuit 44 sends a drive signal a to the front roll stopper 16 shown in FIG.
Further, a drive signal b is outputted to the rear roll stopper 17, respectively. In other words, the solenoid drive signal 44
When an H level signal is input to the above drive signals a,
b becomes active, each electromagnetic valve (not shown) is energized in the front roll stopper 16 and rear roll stopper 17, and each rotary valve 24 rotates to open each first orifice 22.
Close.

Next, the operation of this device configured as described above will be explained. Currently, the electronically controlled automatic transmission is
OR circuit 38 after switching from "speed" to "fourth speed" or after the automatic lever switches from reverse R to driver D position, or when the amount of change in accelerator opening is smaller than a predetermined amount.
The inputs of are each at L level. Therefore, an L level signal is input to the timer circuit 43. Therefore, the timer circuit 43 outputs an L level signal to the solenoid drive circuit 44. Therefore, since the drive signals a and b output from the solenoid drive circuit 44 are not active, the electromagnetic valves (not shown) in the front roll stopper 16 and the rear roll stopper 17 are not energized. Thus, under the above conditions, the front roll stopper 16 and the rear roll stopper 17 are in a state where the first orifice 22 and the second orifice 23 are open, and the damper function against rolling of the engine 11 is soft. As a result, transmission of engine vibration to the vehicle body side is effectively prevented.

On the other hand, the electronically controlled automatic transmission is from "1st gear" to "4th gear".
When switching to “speed”, the AND circuit 311~
314 outputs an H level signal. here,
AND circuit 311 is “1st speed”, AND circuit 312
outputs an H level signal when switching to "2nd speed", AND circuit 313 to "3rd speed", and AND circuit 314 to "4th speed". Therefore, by inputting the H level signal to the timer circuit 43, the output of the timer circuit 43 remains in the H level state for a predetermined period of time. Therefore, the drive signals a and b output from the solenoid drive circuit 44 become active for a predetermined period of time, and each electromagnetic valve (not shown) in the front roll stopper 16 and rear roll stopper 17 is energized. Each rotary valve 24 rotates. In other words, the electronically controlled automatic transmission is "1".
When switching from the gear currently in use to another gear among the gears from "speed" to "fourth gear", the first orifice 22 closes, so the roll stopper is operated for a predetermined period of time to harden the damper function against rolling of the engine. This effectively prevents excessive rolling of the engine.

Next, when the automatic lever is switched from reverse R to drive D, the signal r or signal d becomes H level. For this reason,
The H level signal from the OR circuit 38 is sent to the timer circuit 43.
is output to. Therefore, the output of the timer circuit 43 remains at H level for a predetermined period of time. Therefore, the drive signals a and b output from the solenoid drive circuit 44
is active for a predetermined time, and the front roll stopper 16 and rear roll stopper 17
At this point, each electromagnetic valve (not shown) is energized and each rotary valve 24 rotates. In other words, when the automatic lever is switched to the reverse R or drive D position, the first orifice 22 closes and the roll stopper is activated for a certain period of time to harden the damper function against engine rolling and prevent excessive engine rolling. We are trying to prevent this from happening.

Further, when the amount of change in the accelerator opening is larger than a predetermined amount, the output of the accelerator speed detection circuit 42 is H.
level. Therefore, the output of the timer circuit 43 remains at the H level for a predetermined period of time. Drive signals a and b output from the solenoid drive circuit 44
is active for a certain period of time, and the front roll stopper 16 and rear roll stopper 17 are
At this point, each electromagnetic valve (not shown) is energized and each rotary valve 24 rotates. In other words, when the accelerator pedal is pressed heavily, the roll stopper is activated only for a predetermined period of time, and the damper function against rolling of the engine is worked hard to effectively prevent excessive rolling of the engine.

In the above embodiment, the connecting member 5 is connected to the engine 11, and one end of the separating member 21 is connected to the vehicle body via the bracket 7.
Conversely, the connecting member 5 is placed on the vehicle body side, and the separating member 21
may be connected to the engine 11.

As described in detail above, according to this invention, automatic lever lever reverse R or driver D
When the engine is likely to roll excessively, such as when the engine is shifted to a gear position, when a gear change in an automatic transmission is detected, or when a change in accelerator pedal depression is detected to be greater than a predetermined amount, the engine It is possible to provide a roll stopper control device that efficiently prevents excessive rolling of the engine by driving the roll stopper for a predetermined period of time to prevent rolling of the engine.

[Brief explanation of the drawing]

Figure 1 is a diagram showing the loading location of the engine in a FF vehicle, Figure 2 is a side view of Figure 1, Figure 3 is a diagram showing the basic principle of the roll stopper, and Figure 4 is an example of an embodiment of this invention. It is a figure showing a roll stopper control device. 42...Accelerator speed detection circuit, 43...Timer circuit, 44...Solenoid drive circuit.

Claims (1)

[Scope of utility model registration request] A separation member fixed to one of the vehicle body or the engine, two hollow casings each made of an elastic material and placed side by side with the separation member in between;
A liquid filled in the two casings, a mounting member for attaching at least one of the two casings to the other of the vehicle body or the engine, an orifice provided in the separation member that communicates the two casings, and an orifice that opens and closes the orifice. A valve, a solenoid that drives the valve, an accelerator speed detection means that outputs an accelerator speed detection signal when it detects that the amount of change in accelerator depression is greater than a predetermined amount, and an automatic lever that switches to reverse R or drive D. a range change detection means for detecting that the automatic transmission has been changed and outputting a range change signal; a gear change detection means for detecting a gear change of the automatic transmission and outputting a gear change detection signal; A roll stopper comprising: a solenoid drive circuit that causes the solenoid to drive the valve and close the orifice for a predetermined period of time when either the range change detection signal or the gear change detection signal is output. Control device.