JPH0242493Y2 - - Google Patents

Description

[Detailed description of the invention] This invention drives a roll stopper that prevents the engine from rolling for T ₁ hour when the automatic lever is switched and for T ₂ hours when the gear of the automatic transmission is switched. The present invention relates to a roll stopper control device.

The engine installed in a car vibrates along with the vibrations of the car body. For example, in an automatic car, the automatic lever can be moved from the "P" (parking) or "N" (neutral) position to the "R" (reverse) position. , when switching to the "D" (drive, high-speed forward) position, the engine tends to roll a lot, which is unfavorable in terms of performance. Furthermore, when the gears of the automatic transmission are changed, the engine tends to roll a lot, which is unfavorable in terms of performance. Furthermore, even when the accelerator pedal depression changes more than a certain amount, such as when the accelerator pedal is suddenly depressed, the engine tends to roll a lot, which is undesirable in terms of performance.

In addition, if measures are used to strongly restrict engine movement in order to eliminate these drawbacks, engine vibrations will be directly transmitted to the vehicle body even when the engine is idling, causing discomfort to the occupants. This causes an inconvenience.

This idea was made in view of the above points,
Its purpose is to drive a roll stopper that prevents the engine from rolling for T ₁ hour when the automatic lever is switched, and for T ₂ hours when the gear of the automatic transmission is switched. Our goal is to provide the following.

An embodiment of this invention will be described below with reference to the drawings. FIG. 1 explains the location where the engine is loaded in a FF vehicle. In Figure 1,
11 is an engine, and 12 is a transmission arranged on the side of the engine 11. The transmission 12 is mounted on a vehicle body 14 by a transmission mount 13. Furthermore, the engine 11 is mounted on the vehicle body 14 by a left mount 15. Therefore, the above mission mount 1
3 and the left mount 15 above to connect the engine 1.
1 and a transmission 12 installed on the side thereof are placed on the vehicle body 14. Further, a front roll stopper 16 is provided on the front surface of the engine 11, and a rear roll stopper 17 is provided on the rear surface. The front roll stopper 16 and the rear roll stopper 17 have a damper function to alleviate the rolling motion of the engine 11, and the performance of the damper function can be electrically controlled. Here, FIG. 2 is a side view showing the positional relationship between the front roll stopper 16 and the rear roll stopper 17.

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 casings 3 and 4 made of an elastic material such as rubber are each filled with oil;
A separation member 21 is provided between the chamber B and the chamber B.
This separation member 21 has two through holes, one of which is called a first orifice 22 and the other a second orifice 23. Here, the first
The inner diameter of the 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. Incidentally, 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. On the other hand, a bracket 7 fixed to the vehicle body is connected to one end of the separation member 21. Therefore, when the connecting member 5 vibrates in the direction of arrow D due to the rolling motion of the engine 11, this vibration is attenuated by the orifices 22 and 23 and transmitted to the separating member 21 as minute vibrations in the direction of arrow C. It has become a thing. In this case, the rotary valve 24
When the first orifice 22 is rotated to close the first orifice 22, the oil flows between chambers A and B only through the second orifice 23, so the amount of oil passing between chambers A and B becomes small. Although the pressure difference between the chambers A and B increases (a state in which the damping force is large) and the amount of engine vibration transmitted to the vehicle body increases, 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.
The amount of oil passing between chambers A and B increases, the amount of oil passing between both chambers A and B increases, and the pressure difference between both chambers A and B becomes smaller (a state in which the damping force is small). ), the function of preventing rolling of the engine 11 is reduced, but the amount of engine vibration transmitted to the vehicle body is reduced.

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 output from a controller 30 provided in an electronically controlled automatic transmission (ELC). These solenoid valve signals s, t are the solenoids S, T
is supplied to This solenoid valve signal s, t
Depending on the state, the gears of the electronically controlled automatic transmission are changed. For example, when the solenoid valve signal and 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 H level, the gear is at "2nd speed" and solenoid valve signals s and t are at L level.
When the level is high, the gear is in "3rd gear", the solenoid valve signal s is at the H level and the solenoid valve signal is at the L level.
At level, the gear changes to "4th gear". 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
11 and 314, and the inverter 3
2 to AND circuits 312 and 313. Further, the solenoid valve signal t is input to AND circuits 311 and 312, and is also input to AND circuits 313 and 31 via an inverter 33.
4 is input. The above output is capacitor 34~
It is input to the OR circuit 38 via 37. Also,
41 is an accelerator opening sensor that detects 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 detects an H signal when the amount of change in the input accelerator opening exceeds a certain amount.
It outputs a level signal. 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 T ₂ hours after receiving the H level signal. The output of the timer circuit 43 is input to a solenoid drive circuit 45 via an OR circuit 44. This solenoid drive circuit 45 sends a drive signal a to the front roll stopper 16 shown in FIG.
The drive signal b is output to 7. That is, when an H level signal is input to the solenoid drive circuit 45, the drive signals a and b become active.

Further, 51 is an automatic lever for an automatic vehicle. This automatic lever 31
By switching, the voltage of the battery 52 is supplied to the "P", "R", "N", "D", "2", and "L" terminals. The above “D” and “R” terminals are diodes.
Grounded via D1, D2 and resistor R1. This resistance
The voltage at one end of R1 is input to the timer circuit 54 via the inverter 53. This timer circuit 54
outputs an H level signal for _T1 time after the H level signal is input. The output of the timer circuit 54 is input to the OR circuit 44. Here, in the embodiment, T ₁ ≧T ₂ is set.

Next, the operation of this device configured as described above will be explained. Currently, the electronically controlled automatic transmission is
After switching from "speed" to "fourth speed" or when the amount of change in the accelerator opening is smaller than a certain amount, the inputs of the OR circuit 38 become 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 45 via the OR circuit 44. Therefore, the drive signals a and b output from the solenoid drive circuit 45 are not active. Further, after the automatic lever 51 is switched from the parking P or neutral N position to the reverse R or drive D position, an H level signal is input to the inverter 53.
Therefore, an L level signal is input to the timer circuit 54. Therefore, the timer circuit 54 is the OR circuit 44
The L level signal is sent to the solenoid drive circuit 45 via
Output to. Therefore, the drive signals a and b output from the solenoid drive circuit 45 are not active.

In this way, the electronically controlled automatic transmission is in "1st gear"
~ After switching to "4th gear", or when the change in accelerator opening is smaller than a certain amount, or after the automatic lever 51 is switched to the reverse R or drive P position, the solenoid drive circuit 45 is activated. Not done. Therefore, the front roll stopper 16 and the rear roll stopper 17 are connected to the first orifice 22 and the second orifice 2.
3 is in an open state, the damper function against rolling of the engine 11 becomes soft, and transmission of engine vibration to the vehicle body side is effectively prevented.

On the other hand, the electronically controlled automatic transmission
OR circuit 38 when switching to "speed" or when the amount of change in accelerator opening is greater than a certain amount.
The inputs of are each at H level. Therefore, an H level signal is input to the timer circuit 43. Therefore, the output of the timer circuit 43 remains high for _T2 hours.
level condition. Therefore, the drive characteristic signals a and b output from the solenoid drive circuit 45 remain active for only time _T2 . In other words, when the electronically controlled automatic transmission changes from "1st speed" to "4th speed" or when the amount of change in accelerator opening is larger than a certain amount, the first orifice 22 closes for T ₂ hours. When the roll stopper is activated, the damper function against rolling of the engine is activated to effectively prevent excessive rolling.

Next, the automatic lever 51 is in reverse R.
Alternatively, when switching to the drive D position, an L level signal is momentarily input to the inverter 53. Therefore, the H level signal is input to the timer circuit 54. As a result, the output of the timer circuit 54 remains at the H level for _T1 time. As a result, the drive signals a and b output from the solenoid drive circuit 45 remain active for _T1 time. In other words, when the automatic lever 51 is switched to the reverse R or drive D position, the roll stopper is activated by closing the first orifice 22 for T ₁ hour, hardening the damper function against engine rolling and preventing excessive rolling. We are trying to effectively prevent this.

According to the above embodiment, when the automatic lever is switched from the parking P position or the neutral N position to the reverse R position or the drive D position, rolling is prohibited for T ₁ hour, and a shift of the automatic transmission is detected. Since the above roll stopper is configured to prohibit rolling for T ₂ hours, for example, if the above T ₂ time is set to be less than T ₁ hour, the shift time will be relatively long and the amount of rolling will be reduced. It is possible to sufficiently attenuate the rolling caused by shifting a relatively large automatic lever, and the roll stopper can be extended longer than necessary when shifting while driving, where the shifting time is relatively short and the amount of rolling is relatively small. Rolling can be sufficiently attenuated without having to switch to a state in which rolling is prohibited for a long time.

As detailed above, according to this invention, when the automatic transmission lever is switched from the parking P position or the neutral N position to the reverse R position or the drive D position, rolling is prohibited for T ₁ hour, and the automatic transmission When a shift is detected, the roll stopper is configured to prohibit rolling for T ₂ hours. For example, if the T ₂ time is set to be less than T ₁ hour, the shift time will be relatively shortened. It is possible to sufficiently attenuate the rolling caused by switching the automatic lever, which is long and has a relatively large amount of rolling, and also when changing gears while driving, where the shifting time is relatively short and the amount of rolling is relatively small. It is possible to provide a roll stopper control device that can sufficiently attenuate rolling without switching the roll stopper to a state in which rolling is prohibited for an unnecessarily long period of time.

[Brief explanation of drawings]

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, 54...
...Timer circuit, 45...Solenoid drive circuit.

Claims (1)

[Scope of utility model registration request] A roll stopper device that is disposed between the engine and the vehicle body and has a roll stopper that can be switched between a state that allows the engine to roll with respect to the vehicle body and a state that prohibits rolling, and a switching means that switches the state of the roll stopper. , a gear change detection means for detecting a shift of the automatic transmission; a lever change detection means for detecting that the automatic lever of the automatic transmission has been switched; and a switch of the automatic lever by the lever change detection means. first means for activating the switching means so as to switch the roll stopper to a state in which the rolling is prohibited for _an hour when it is detected that the rolling has been performed between specific positions; and the gear switching detecting means. A second switch that operates the switching means so that when a gear shift is detected, the roll stopper is switched to a state where rolling is prohibited for _two hours.
A roll stopper control device comprising: means.