JPH03213428A - Mount system for power unit - Google Patents

Abstract

PURPOSE:To significantly reduce the vibration level of an evaluation point by controlling the voltage to be applied to a controlling type engine mount in which an electric rheology fluid has been filled, so that the sum of respective vibration vectors can be optimized on the basis of the vibration being input in a prescribed evaluation point. CONSTITUTION:A controlling type engine mount (g) is provided with a supporting elastic body (c) arranged between a vehicle body (a) and a power unit (b), a main fluid chamber (d) whose volume is changed with the deformation of the supporting elastic body (c), and a volume-variable auxiliary fluid chamber (f) being communicated with the main fluid chamber (d) via an electrode orifice (e), and in the inside of these chambers, an electric rheology fluid is filled. In the above, system, the vibration being input in a prescribed evaluation point is detected by a means (h). On the basis of the detected vibration, the voltage to be applied to the controlling type engine mount (g) is controlled by a means (i) so as to optimize the sum of respective vibration vectors being transmitted to the evaluation point.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a power unit using a controlled engine mount that can change the dynamic spring constant and the phase of vibration transmission by changing the viscosity of an enclosed electrorheological fluid. Regarding the mounting system.

BACKGROUND ART Controlled engine mounts used in this type of mount system include, for example, as disclosed in Japanese Patent Application Laid-Open No. 60104828, a main body chamber whose volume changes as a support elastic body deforms; An electrorheological fluid is sealed in a volume-changeable sub-fluid chamber that communicates with the main fluid chamber via an orifice, an electrode plate is provided in the orifice to form an electrode orifice, and a voltage is applied to the electrode orifice to open the orifice. Some engine mounts are capable of controlling the vibration transmission rate by changing the dynamic spring constant of the engine mount and the phase of vibration transmission by changing the state of the fluid passing through the engine mount.

By the way, when such a control type engine mount performs damping control using a relatively long orifice, it is particularly effective against vibrations in the low frequency range, and it is possible to effectively reduce idling vibrations, engine shake, etc., and the control mode is For example, Jitsugan Sho 63-1324]
No. 1 has already been proposed by the applicant.

That is, in such an engine mount, the electrorheological fluid in the electrode orifice is set to resonate in the idling vibration region when its viscosity is at its lowest, and therefore the engine is in this idling state. When the voltage applied to the electrode orifice is turned OFF.
By doing so, the fluid in the orifice resonates and the dynamic spring constant becomes the lowest, making it possible to effectively absorb idling vibrations.

On the other hand, in the area where engine shake occurs, the applied pressure is turned on.
L, the viscosity of the electrorheological fluid inside the orifice is increased, and by increasing the fluid viscosity, fluid movement within the orifice is inhibited, thereby setting the dynamic spring constant of the engine mount high. This suppresses power unit resonance and reduces engine shake.

Problems to be Solved by the Invention However, the control type engine mount used in such conventional power unit mount systems is controlled to turn off the applied voltage during idling, but this does not reduce vibration transmission when viewed as a single engine mount. This has a significant effect in significantly reducing the rate of decline.

However, when a power unit is actually supported via a plurality of engine mounts, the ideal characteristics required of a controlled engine mount during idling are not necessarily low dynamic springs.

In other words, the vehicle body vibration that is the final vibration evaluation point, for example, the vertical vibration of the floor near the driver's seat, is determined by the engine vibration level at each mount point, the mount dynamic characteristics, and the transmission from the mount attachment point to the vibration evaluation point. Since it is determined by the sum of vibration vectors determined by a function, the vibration level of the evaluation point obtained as this vector sum is largely influenced by the phase of vibration that determines the direction of each vibration vector.

Therefore, simply lowering the dynamic spring constant of the engine mount does not effectively reduce the vibration level at the evaluation point, and there is a problem in that vibration reduction naturally has a limit.

Therefore, in view of such conventional problems, the present invention takes into consideration the vibration vector input to the vibration evaluation point via each engine mount, and effectively suppresses the vibration generated at the evaluation point. It is our objective to provide a mounting system for a power unit with

Means for Solving the Problems In order to achieve this object, the present invention, as shown in FIG. The main fluid chamber d includes a main fluid chamber d whose volume changes according to the flow rate, and a sub fluid chamber f whose volume is variable and communicates with the main fluid chamber d through an electrode orifice e.

At least one of the plurality of mounts supporting the power unit b includes a control type engine mount g in which an electrorheological fluid is sealed in the auxiliary fluid chamber f and the electrode orifice e.
In a mounting system for a power unit placed at a certain location, an evaluation point vibration detection means for setting a part of the vehicle body to be particularly damped as a vibration evaluation point, and detecting vibration input to the evaluation point; A control means i is provided for determining the voltage applied to the control type engine mount g so as to optimize the sum of each vibration vector transmitted to the evaluation point based on the vibration detected by the detection means. Consisting of:

Alternatively, a configuration may be adopted in which a plurality of the above evaluation points are provided and the voltage applied to the control type engine mount g is controlled using an evaluation function set for the acceleration level of each evaluation point.

Further, it is preferable that the evaluation function is determined by weighting each of the plurality of evaluation point vibrations.

Furthermore, it is desirable to arrange at least two control type engine mounts g and to sequentially control these control type engine mounts g.

In addition, the above-mentioned controlled engine mounts g are arranged in at least two locations, and among these controlled engine mounts g, the controlled engine mount g that outputs the vibration vector with the highest contribution rate to the sum of each vibration vector at the evaluation point is selected. It is possible to provide a control target mount selection means to control this one control type engine mount g.

Effect With the above-described configuration, the power unit mounting system of the present invention detects vibrations input to the evaluation points via the plurality of mounts by the evaluation point vibration detection means, and detects each vibration based on the detected vibrations. Since the voltage applied to the control type engine mount g is controlled by the control means i so as to optimize the sum of the vectors, the vibration input to the evaluation point,
In other words, the vector sum of vibrations input to the evaluation point via each mount can be effectively minimized.

In addition, by providing a plurality of the above evaluation points and controlling the voltage applied to the control type engine mount g using the evaluation function set for the acceleration level of each evaluation point, vibrations at the plurality of evaluation points can be improved. The reduction can be controlled at the same time.

Furthermore, by determining the evaluation function by weighting the vibrations at each of the plurality of evaluation points, it is possible to appropriately change the amount of vibration reduction at each evaluation point.

Furthermore, by arranging the control type engine mounts g at at least two locations and sequentially controlling these control type engine mounts g, it is possible to accurately determine the optimal control amount for each control type engine mount g. As a result, the vibration at the vibration evaluation point can be significantly reduced.

In addition, the above-mentioned controlled engine mounts) g are arranged at at least two locations, and among these controlled engine mounts g, a controlled engine mount g that outputs the vibration vector with the highest contribution rate to the sum of vibration vectors at the evaluation point is selected. By providing control target mount selection means and controlling this one control type engine mount g, simple and quick control can be performed.

Example Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

Figure 2 is a schematic configuration showing the mounting system of the power unit of the present invention, and in the figure, 1 is the vehicle body, 2 is the driver's seat,
3 is the passenger seat, 4 is the rear seat, and 5 is the engine compartment at the front of the vehicle.
A power unit 8 in which an engine 6, a transmission 7, etc. are integrally coupled is housed inside.

The above power unit 8 has engine mount 1o110a
, 10b on the vehicle body J side, these engine mounts 10. Among the engine mounts loa and 10b, the engine mount that is most affected by vibration on the evaluation points described below, for example, the engine mount 10 on the right side of the vehicle, is configured as a control type engine mount.

-J- The control type engine mount has an electrorheological fluid sealed therein, and by changing the viscosity of the electrorheological fluid, the dynamic spring and vibration transmission phase of the engine mount can be controlled.

That is, as shown in FIG. 3, the controlled engine mount 10 includes an inner cylinder 12 and an outer cylinder 14 surrounding the inner cylinder 12. They are connected via a support elastic body 16 formed by the body.

The inner cylinder 12 is attached to either the vehicle body 1 or the power unit 8, and the outer cylinder 14 is attached to the vehicle body 1.
Alternatively, it is attached to the other side of the power unit 8, and the static load of the power unit 8 is supported on the vehicle body 1 side via the supporting elastic body 16.

A main fluid chamber 18 is formed in the support elastic body 16 in the lower part of the figure with the inner cylinder 12 as a boundary, and a space part 20 is formed in the upper part of the figure.
A sub-fluid chamber 24 is formed in which the partition wall on the inner cylinder 12 side is configured as a diaphragm 22.

Further, an annular orifice structure 26 is fitted between the support elastic body 16 and the outer cylinder 14, and the main fluid chamber 18 and the sub-fluid chamber 24 are communicated with each other.

The electrode orifices 28, 30 are arc-shaped orifice passages 28a, 30 formed in a pair with approximately equal length in the left-right direction in the figure.
a, and electrode plates 32a, 32b and 34a, 34b, respectively arranged oppositely in the orifice passage 28a, 230a.
It is composed of

A high voltage control voltage is applied between the electrode plates 32a, 32b and 348.34b from the high voltage source 38 according to the operating conditions based on the voltage control signal output from the control unit 36. It has become.

The controlled engine mount 10 having such a configuration is then
are the respective main fluid chambers 18. An electrorheological fluid is sealed in the sub-fluid chamber 24 and the electrode orifice 28.30, and the electrode plate 32a.

By applying a voltage between 32b and 34a, 34b, the viscosity of the electrorheological fluid within the orifice passages 28a, 30a is changed.

Here, an electrorheological fluid has the property that its viscosity changes depending on the applied voltage, and the viscosity is set low when no voltage is applied, and the viscosity is set extremely high when a high voltage is applied. It has properties.

By the way, in this embodiment, when the voltage applied to the electrode orifice 28°30 is OFF, the orifice passage 28
a, the fluid mass in 30a and the expansion elasticity of the main fluid chamber 20 (
The resonance frequency of the fluid in the orifice determined by the spring constant in the direction of expansion of the main fluid chamber 18 by the support elastic body 16 is 3.
It is pre-tuned to about 5-50Hz,
As shown by characteristic A in FIG. 4, the setting is such that a low dynamic spring characteristic is obtained in the vicinity of 20 to 30H2, which is the second-order component of the engine speed during idling (usually 600 to 90 rpm).

Characteristic B in Figure 4 above shows the dynamic spring characteristics when voltage is applied to the electrode orifice 28°30, and characteristic A' in the same figure shows the phase characteristics and characteristics of vibration transmission when the voltage is FF. B' shows the phase characteristic in the voltage ON state.

Here, in this embodiment, the floor near the driver's seat 2 is set as a vibration evaluation point, and a vehicle body side acceleration sensor 50 as an evaluation point vibration detection means is attached to this portion, and the vibration is detected by the vehicle body side acceleration sensor 50. The vertical acceleration signal is output to the control unit 36.

Further, a unit-side acceleration sensor 52 is provided on the power unit 8 side of the portion where each of the control type engine mounts 10 is attached.
The acceleration signal detected by the control unit 3
6 will be man-powered.

Furthermore, an engine rotational speed signal from a rotational speed sensor (not shown) and a speed signal from a speed sensor (not shown) are input to the control unit 36.

By the way, - the control unit 36 has an A/
D conversion section 54. A transfer function calculating section 56 and a control signal calculating section 58 are built-in, and based on the detection signals of the vehicle body-side acceleration sensor 50 and the unit-side acceleration sensor 52, the vibration input to the evaluation point via the control type engine mount 10 is calculated. A vector is determined, and voltage control of the controlled engine mount 10 is performed to optimize the vibration vector.

That is, the vibration vector is the controlled engine mount 10.
It is determined by calculating the vibration component of the evaluation point vibration due to the mount input from the vibration from the power unit 8 that is input into the evaluation point and the floor vibration near the driver's seat 2, which is the evaluation point.

For example, from the detection signal of the unit-side acceleration sensor 52, the vibration level (phase δ8.amplitude Transfer function (phase δ3. acceleration g) from the mount attachment point to the evaluation point from the detection signal of the vehicle body acceleration sensor 50 and the δ9.load F)
can be determined as the vibration vector to be input to the evaluation point.

That is, the vibration vector (in this case, the right mount 10 is shown as vector RH) is expressed as the phase δ3 as the angle of the vector and the acceleration g as the absolute length of the vector, as shown in FIG. .

In the figure, the vector LH is a vibration vector transmitted to the evaluation point via the engine mount 10a at the left front of the vehicle, and the vector Rr is a vibration vector transmitted to the evaluation point via the engine mount 10b at the left rear of the vehicle.

Rr can be determined in advance by experiment.

Therefore, the vibration appearing at the evaluation point is determined as the resultant force of the vibration vectors RH, LH, Rr, and the vibration experienced by the passenger (driver) is determined by the vibration vectors RH, L
It is determined by the absolute length of the composite vector F of H and Rr.

By the way, by controlling the voltage of the controlled engine mount 10, the fluid viscosity within the electrode orifice 28° 30 can be changed to change the mount dynamic characteristics, and the vector RH changes accordingly. can control the composite vector F.

That is, when a voltage is applied to the control type engine mount 10, the mount vibration acceleration GFR) at the 1% evaluation point is detected, and the control unit 3
6 performs FFT (frequency analysis) processing, and by referring to the rotational speed signal, the vibration acceleration level of the two missing components of the engine rotation, which is a problem in idle vibration, and the phase of the vibration with a certain vibration as a reference are calculated.

The acceleration level of the engine mount 10 is converted to a displacement level, and the displacement vector XR is expressed in amplitude and phase.
It becomes H.

Therefore, if the dynamic spring constant when the mount is turned on is □, the force input to the vehicle body is X R11 KRH, and the acceleration vector G FR of the driver's side floor is XRH6K.
HRH-R is the vehicle body transfer function between RH human power point and GFR.
As H, G FR= X R, I"K Ro" HR1(-R
It can be expressed as H+G WO+ RH...■.

Next, considering the case where the voltage is OFF, the acceleration vector due to components other than the engine mount 10 does not change, so G'rrR=X'nH"K'RH-HRll-Ru+
Gwo, nu...■.

If the dynamic spring constant of the engine mount 10 when the voltage is turned ON and OFF is determined in advance through experiments, the unknowns in equations 1 and 2 are I(RH-RH and G wo, R,
, so this can be obtained from these equations ① and ②.

Therefore, among the floor vibrations on the driver's seat side during idle (voltage 0FF), the acceleration vector G FRI RH caused by the engine mount 10 human force is G FRI R11-X
'RM・K'RH' HRH-□...■.

Therefore, by calculating the transfer function between the engine mount 10 and the driver's seat floor from the vibration acceleration when the voltage is ON and the vibration acceleration when the voltage is OFF, the vibration vector caused by the input from the mount that constitutes the driver's seat floor vibration can be determined. can do.

The following is a controlled engine mount 1 executed in this embodiment.
0 control will be explained using the algorithm shown in FIG.

That is, the above algorithm shows a case where idling control and engine shake control are performed, and first, step 1 is performed.
00, it is determined whether the vehicle is stopped or running by determining whether the vehicle speed is v. If it is inside, the process advances to step 120 and engine shake control is performed.

In the above idling control, the electrode orifice 28.3 of the controlled engine mount 10 is
The voltage ■ applied to 0 is set to O■, that is, the voltage is OFF,
In the next step 102, the vehicle body side acceleration sensor 50 measures the floor G (acceleration) at the evaluation point and stores this as G, and also measures the ENG (engine) rotation speed and stores this as R1. do.

Then, in the next step 103, the voltage value VI is set to
A voltage value (V, -4-Δ■) to which a preset applied voltage sweep width AV has been added is applied to the electrode orifice 28.30 as a new voltage value vI, and in step 104, this voltage value V is set as the maximum voltage value. It is determined whether it is less than or equal to v max.

If it is determined that it is less than or equal to V max, the process proceeds to step 05, where the floor G is measured again and stored as G, and in step 106 it is determined whether GI≦G.

If G,>Gt, then in step 107, G,=
G, and returns to step 103 of 1U again.
If G, ≦G, proceed to step 108, and fix the value obtained by dividing -JZ notation Δ■ from the voltage value ■ as ■1, and in this state, measure the ENG and rotation speed in step 109. , this value is stored as R7.

Incidentally, if it is determined in step 104 that V, = Vmax, then v max is set to ■1 in step 110.
After fixing the voltage as follows, the process proceeds to step 109 described above.

Then, from step 109, the process proceeds to step 111, where it is determined whether R,=R, and R1-1
, R2, the process returns to step 101 again, and when R,=R, the process of step 109 is repeated.

Therefore, in the above-mentioned idling control, the acceleration of the driver's seat floor is measured, and the applied voltage that minimizes the vibration level can be determined by sweeping the applied voltage.

That is, since the controlled engine mount 10 alone has the characteristics shown in FIG. Since the vibration state transmitted to the evaluation point via the mount 10 can be changed, the vector R of the vibration transmitted from the engine mount 10 can be changed.
The absolute length and angle of H can be controlled.

That is, when the vibration vector RI-1 that appears at the evaluation point shown in FIG. 5 and is transmitted to the evaluation point via the controlled engine mount 10 is in the state shown in the diagram with the applied voltage OFF, By applying a voltage from this state to increase the dynamic spring constant, the absolute length of the vector RH can be shortened (note that a slight phase change is accompanied at this time). It is understood that when the absolute length of the vector R1 of the combined vector F1 appearing at the evaluation point is , the absolute length of the combined vector F, that is, the vibration level, is minimized.

Therefore, when idling, the controlled engine mount 1
In addition to simply turning off the voltage at 0, the applied voltage can be turned on as appropriate.
By increasing the dynamic spring constant through N control, vibrations near the evaluation point, that is, the driver's seat, can be effectively reduced.

On the other hand, when performing engine shake control using the algorithm shown in FIG. Please, that is,■,
It is determined whether ≦V≦V, and if the vehicle speed is within this range, the process proceeds to step 121 and the electrode orifice 2 is
8. Turn on the applied voltage to 30.

Therefore, the voltage (V
max) is applied, the orifice passage 2
The electrorheological fluid in 8a and 30a has a significantly high viscosity (and becomes sticky), so the dynamic spring constant of the controlled engine mount 10 becomes large and the power unit 8
This suppresses the resonance of the engine, thereby reducing engine shake.

On the other hand, if the vehicle speed V is not within the engine shake occurrence vehicle speed range v1 to V in step 120, step 122
Go to and turn off the voltage.

Therefore, by turning off the voltage in this way, the fluid in the electrode orifice 28, 30 is allowed to move freely, the dynamic spring constant is reduced, and the vibrations of the power unit 8 are effectively absorbed by the engine mount 10. Ru.

FIG. 7 shows an algorithm used in another embodiment. In this embodiment, the vibration evaluation point is set on the floor near the passenger seat 3, in addition to the floor near the driver's seat 2, as shown by the broken line in FIG. , attaching the auxiliary acceleration sensor 60 to the relevant part,
Consideration will also be given to reducing vibrations on the passenger seat 3 side.

In addition, the vibration reduction was weighted for the driver's seat 2 side and the passenger seat 3 side, which were set as the evaluation points above, and
The amount of vibration reduction on the side is increased.

The algorithm of this embodiment will be described below, with the same step numbers assigned to the same processing parts as in the algorithm of FIG. 6 above, and redundant explanations will be omitted.

That is, in the algorithm of FIG. 7, after the applied voltage is turned off in step 101, the acceleration of the driver's seat floor is measured in step 102a, and this is stored as G.
The acceleration of the passenger seat floor is measured and stored as G, and the ENG and rotational speeds at this time are measured and stored as R.

After step 102a, the process proceeds to step 130, where it is determined whether or not there is an occupant in the passenger seat 3.

It should be noted that whether or not there is an occupant in the passenger seat 3 can be determined by checking whether the seat belt of the passenger seat 3 is fastened or removed, and can also be determined by the amount of load applied to the seat surface.

If it is determined that an occupant is seated in the passenger seat 3, the process proceeds to step 131, where the vibration damping amounts are weighted for the driver's seat 2 and the passenger seat 3, and the weight ratio a on the driver's seat 2 side is set to "2", and the weight ratio on the passenger seat 3 side is "
1”.

On the other hand, if it is determined that there is no occupant in the passenger seat 3, the process proceeds to step 132, where the above a is set to "1" and the abovementioned s is set to "0".

Step 1 from step 131 or step 132 above
Proceed to step 33, and set the evaluation function for the above typing as E,=a
G, +bG, and then the process proceeds to step 103, where the sweep width IV of the applied voltage is added and a voltage is applied as described in the algorithm of FIG. 6 above.

After determining V<Vmax in the next step 104, if YES, the driver's seat floor acceleration is measured again in step 105a and is stored as 63.
The passenger seat floor acceleration is measured and stored as 64.

Next, the process proceeds from step 105a to step 134, where the evaluation function is again calculated as E, - based on G3 and G4.
In the next step 135, the evaluation function E obtained last time is compared with the evaluation function E2 of this time, and if E, ≧E, then in step 136, E, = E,
and returns to step 103 as E I<
In the case of E t, proceed to step 108, and then proceed to step 6 above.
Processing similar to the algorithm shown in the figure is performed.

Therefore, in this embodiment, the evaluation points are not only for the driver's seat 2 but also for the passenger seat 3, so that it is possible to effectively reduce the vibration level at the driver's seat 2, and also to reduce the vibration level at the passenger seat 3. I can do it.

Also, at this time, using the evaluation function, the driver's seat 2 side and passenger seat 3
By weighting the vibration levels on the driver's seat 2 side and increasing the amount of vibration level reduction on the driver's seat 2 side, the vibrations experienced by the driver can be further reduced.

Note that the above weighting may be made larger on the passenger seat 3 side, or weighting may be given to the rear seat 4 side by setting the vicinity of the rear seat 4 as an evaluation point, and such evaluation points may be set at one or two points.
It is also possible to set three or more locations without being limited to the locations.

FIG. 8 shows an algorithm used in another embodiment. In this embodiment, in addition to the embodiment shown in FIG. 10a,
It is designed to control IOb.

That is, in this embodiment, as shown by the two-dot chain line in FIG.
Unit-side acceleration sensors 52, 52a, and 52b are provided on the power unit 8 side of the mounting portion of 0b, and these sensors 5
The detection signals of 2, 52a, and 52b are output to the control unit 36, respectively.

Further, the engine mount 10, 108. ] Ob is provided with high voltage sources 10.10a, 10b, and control voltages are independently applied to the respective engine mounts 10.10a, 10b via the high voltage sources 10.10a, 10b.

Below, in explaining the algorithm of this example,
The same step numbers will be given to the same processing parts as in the algorithms of FIGS. 6 and 7 above, and redundant explanations will be omitted.

In the algorithm of this embodiment, when it is determined in step 100 that the vehicle is stopped, in step 140 one of the three control type engine mounts 10, 10a, 10b is specified to be controlled first. do.

That is, in this embodiment, the first (P=O
) is set to the engine mount 10 on the right side (RH) of the vehicle, the second (P=1) is set to the engine mount 10a on the left side (LH) of the vehicle, and the third (P=2) is set to the engine mount 10a on the left side (LH) of the vehicle. Set to the rear (Rr) engine mount 10b.

Therefore, after setting it as P-0 in step 140, all engine mounts 1 are set in step 101a.
The applied voltages of 0.10a and 10b are set to "O", that is, the voltages are turned off.

Next, in step 141, it is determined whether the engine mount to be controlled is 10.10a or Job (
1N5UL, PO8ITION), identify any one engine mount (RH, LH, or Rr) in steps 142, 143, and 144, and proceed to step 102.
Proceed to a.

Then, steps 130 to 13 explained in the above embodiment
After processing, weighting by 2 is performed in step], 33
Find the evaluation function E, then proceed to step 103a,
"Engine mount 1 identified in Step 141 of 1.
0.10a, voltage value Vpos applied to one of the jobs
+Tr. 8 plus the applied voltage sweep width Δ■ is set as the applied voltage VPO8ITrON.

In the next step 104a, V poslrxos<V
max, and if YES, G3.max determined in step 105a. The evaluation function E is set again in step 134 based on G4, and then, if it is determined in step 135 that E, < E, V posr is set in step 108a.
rhos-V PO8IT□. , -set as AV.

On the other hand, if it is determined No in step 104a above,
By step 110a, VPO8ITION-V ma
After step 110a, the process proceeds to step 145 along with step 108a, and it is determined whether p=2.

That is, in step 145, it is determined whether all engine mounts 20.10a and jobs have been controlled in one cycle, and if the control has not completed one cycle, step 146 sets P = P +1 and returns to step 101a. , and - if it is cycled, step 10
9, the same control as the process shown in FIG. 7 above is performed.

Therefore, in this embodiment, three controlled engine mounts 1
-10, 108, and 10b are sequentially controlled to shorten the resultant vector that appears at the evaluation point, resulting in a significant reduction in the vibration level at the evaluation point compared to the case where j control type engine mounts are controlled. You will be able to do this.

By the way, in this example, the optimal voltage is determined by measuring vehicle body vibration and feeding it back, so it is possible to avoid variations in production of the vehicle body, variations in engine mount assembly over time, and variations in the characteristics of the engine mount itself. It is possible to solve problems that could not be solved in the past.

9(A) and 9(B) show the algorithm used in another embodiment, in which the three engine mounts 10, 10a, 10b are all controlled as shown in the embodiment of FIG. 8 above. Among these control type engine mounts, the control type engine mount that outputs the vibration vector with the highest contribution rate to the sum of each vibration vector (synthetic vector) at the evaluation point is selected. , the selected one control type engine mount is controlled.

That is, in FIG. 9(A), the vehicle speed is first detected in step 150, and it is determined in step 151 whether or not the vehicle is in an idling state. If it is not in an idling state, step 1 is performed.
In step 52, it is determined whether or not the engine shake region is present. If the engine shake region is present, the applied voltages to all mounts are turned on in step 153, while if the engine shake region is not, the process returns to step 150 again.

On the other hand, if it is determined that the engine is in an idling state in step 151, step 154 first applies voltage to one engine mount, and then step 155 applies voltage to the unit side acceleration sensors 52, 52a, 52b and the vehicle body side. The vibrations of each part of the acceleration sensor 50 are read.

Next, in step 156, all engine mounts 10,
It is determined whether or not the voltage application to 10a and 10b has been completed. If not, the process is changed to the next engine mount to which no voltage is applied in step 157, and then the process returns to step 154.

If it is determined in step 156 that the voltage application to all the engine mounts 10.10a, 10b has been completed, the voltage application to all the engine mounts 10.10a, 10b is set to 0FFL in step 158, and this state is reached. The vibrations of each part are read in step 159.

Next, step 155 of ``1'' and step 159 above.
In step 160, a transfer function is calculated from the vibration of each part read in, and in the next step 161, a vibration vector input to the evaluation point via each engine mount 10.10a, 10b is calculated based on the transfer function. .

Then, in step 162, the engine mount to be controlled that outputs the vibration vector with the highest contribution rate to the vector sum appearing at the evaluation point is determined, and then in step 163
Then, the voltage to be applied to the determined engine mount to be controlled is determined, and the voltage is applied in step 164.

In the next step 165, it is determined whether the engine speed has been changed due to the use of an air conditioner, etc., and if it has been changed, the process returns to step 154, and if it has not changed, the process returns to step 164 to continue applying voltage. .

Figure 10 shows each vibration vector calculated by the above method, and the floor vibration vector at the evaluation point is obtained as a composite vector of these vibration vectors, and this floor vibration vector is always between the vibration vectors. Become.

By the way, the characteristics of the dynamic spring constant (indicated by a solid line) and the phase (indicated by a broken line) of the controlled engine mount are as shown in FIG. 11, and as the voltage increases, the dynamic spring constant increases, The phase advances and the vector shifts clockwise.

Therefore, in order to reduce the floor vibration vector, the voltage of the engine mount, which is ahead of the floor vibration vector (located on the right side) and has a high contribution rate to the floor vibration vector, is increased. You will understand that you should go.

Note that the above contribution rate means the degree of influence on determining the combined floor vibration vector, and the contribution of each vector is given as an orthogonal projection of each vector to the floor vibration.

For example, the contribution of the left engine mount Oa, shown as rLHJ in FIG. 10 above, is G LH +
□u 1cosφ, and it is sufficient to calculate and compare this value for each engine mount.

In FIG. 10, the vector of the left engine mount 10a leads the floor vibration vector in phase, and has the highest contribution.

Therefore, when voltage is applied to the left engine mount 10a, the vector rotates clockwise while increasing in length, as shown in FIG. 12, and the floor vibration vector, which is the resultant vector, gradually decreases. , a minimum value is obtained at a certain voltage, and an example of the algorithm used at this time is shown in FIG. 9(B) above.

That is, FIG. 9(B) above shows the applied voltage determination routine, in which the applied voltage V1 is first set to "O" in step 170,
In other words, the voltage is 0FFL, the next step 171 measures the floor acceleration (G) at the evaluation point, this is stored as G, and the applied voltage sweep width IV is added to the applied voltage 1 in step 172. Set as V.

Next, in step 173, it is determined whether this voltage value ■ is less than or equal to the maximum voltage value V max , and V max
If it is determined that the following is true, proceed to step 174;
Measure the floor G again and make this G.

In step 175, it is determined whether G1≦G.

If G,>G, then step 176 determines that G,=
G, and the process returns to step 172 again as G.
, ≦G, the process proceeds to step 177, and the value obtained by dividing the above voltage value (1) by one above lV is fixed as Vl.

On the other hand, if it is determined in step 173 that V,=Vmax, then in step 178, V max is set to 1 and the voltage is fixed.

Therefore, in this embodiment, the engine mount to be controlled can be selected and only this engine mount can be controlled to reduce the floor vibration level, which is a composite vector, so that simple and quick control can be performed.

Furthermore, in each of the above embodiments, since the measurement of the transfer function and the calculation of the vibration vector are instantaneously performed, the voltage O
Even if the vibration is increased during N, it will not cause any discomfort to the occupants.

By the way, in this embodiment, the case where the control type engine mount configured as an inner/outer cylinder type is applied to the present invention is disclosed, but the present invention is not limited to this, and various types can be used, such as the New Automobile Engineering Handbook (June 1988; The present invention can also be applied to engine mounts of the types shown in Tables 1-9 on page 149 of Volume 4 (published by Society of Automotive Engineers of Japan) configured as a fluid-filled control type.

As described in the detailed description of the invention, in the power unit mounting system of the present invention, in claim 1, vibrations inputted to the evaluation points via a plurality of mounts are detected, and based on the detected vibrations, Since the voltage applied to the controlled engine mount is controlled to optimize the sum of each vibration vector, it is possible to further reduce the vibration input to the evaluation point, that is, the absolute length of the sum of each vibration vector. The vibration level at the evaluation point can be significantly reduced.

Further, in claim 2, a plurality of evaluation points are provided, and an evaluation function set for the acceleration level of each evaluation point is used to
Since the voltage applied to the controlled engine mount is controlled, vibration reduction at multiple evaluation points can be performed simultaneously.

Furthermore, in claim 3, the vibration reduction amount of each evaluation point can be optimized by determining the evaluation function by weighting each evaluation point vibration provided in plurality.

Furthermore, in claim 4, by arranging the controlled engine mounts at at least two locations and sequentially controlling these controlled engine mounts, it is possible to accurately determine the optimal control amount for each controlled engine mount. , it is possible to significantly improve the vibration reduction of the vibration evaluation point.

Further, in claim 5, the controlled engine mount is arranged at at least two locations, and among these controlled engine mounts, the controlled engine mount outputs the vibration vector having the highest contribution rate to the sum of vibration vectors at the evaluation point. Since a control target mount selection means is provided and this one control type engine mount is controlled, various excellent effects such as vibration optimization processing at evaluation points can be easily and quickly performed are achieved.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram showing the concept of the present invention, Fig. 2 is a schematic diagram showing an embodiment of the present invention, and Fig. 3 is a diagram showing an embodiment of a controlled engine mount applied to the present invention. 4 is a diagram of the vibration characteristics achieved by the controlled engine mount, FIG. 5 is an explanatory diagram showing each vibration vector at the evaluation point to be controlled by the present invention, and FIG. 6 is a diagram showing the vibration characteristics achieved by the controlled engine mount. 7, 8, 9 (A) and 9 (B) are algorithms used to control other embodiments of the present invention, respectively.
The figure is an explanatory diagram showing each vibration vector at the evaluation point to be controlled in another embodiment of the present invention, Fig. 11 is a characteristic diagram showing the relationship between dynamic spring constant and phase with respect to voltage, and Fig. 12 is an illustration of the present invention. FIG. 7 is an explanatory diagram of vibration vectors controlled in another embodiment of the invention. 1... Vehicle body, 2... Driver's seat, 3... Passenger seat, 4...
・Rear seat, 8- ・Huff: L, neat, 10
．． IOa, 1ob... Engine mount (control type engine mount), 12... Inner cylinder, 14... Outer cylinder, 1
6... Support elastic body, 18... Main fluid chamber, 24...
Secondary fluid chamber, 28.30---electrode orifice, 32a,
32b. 34a, 34b... Electrode plate, 36... Control unit (control means), 50... Vehicle body side acceleration sensor (evaluation point vibration detection means), 60... Auxiliary acceleration sensor (evaluation point vibration detection means) .

Claims (5)

[Claims] (1) An elastic support body disposed between the vehicle body and the power unit, a main fluid chamber whose volume changes as the support elastic body deforms, and a main fluid chamber that communicates with the main fluid chamber through an electrode orifice and whose volume is variable. A control-type engine mount having a main fluid chamber, a sub-fluid chamber, and an electrorheological fluid sealed in the electrode orifice is disposed at at least one of a plurality of mounts supporting the power unit. In the mount system, the parts of the vehicle body that are specifically targeted for vibration suppression are set as vibration evaluation points.
evaluation point vibration detection means for detecting vibration input to the evaluation point; and optimizing the sum of each vibration vector transmitted to the evaluation point based on the vibration detected by the evaluation point vibration detection means. ,
A power unit mount system comprising: control means for determining an applied voltage to the control type engine mount. (2) The power unit mount according to claim 1, wherein a plurality of evaluation points are provided and the voltage applied to the control type engine mount is controlled using an evaluation function set for the acceleration level of each evaluation point. system. (3) The power unit mount system according to claim 2, wherein the evaluation function is determined by weighting vibrations at a plurality of evaluation points. (4) The engine mount for a power unit according to any one of claims 1 to 3, characterized in that control type engine mounts are arranged at at least two locations, and these control type engine mounts are sequentially controlled. (5) Controlled engine mounts are arranged in at least two locations, and among these controlled engine mounts, the controlled engine mount that outputs the vibration vector with the highest contribution rate to the sum of each vibration vector at the evaluation point is selected. 2. The power unit mounting system according to claim 1, further comprising mount selection means for controlling the one control type engine mount.