JPH0569748A - Power unit support device - Google Patents

Abstract

PURPOSE:To prevent the steering property of a vehicle from being changed due to the moment of inertia acting on a power unit in turning a vehicle by providing a control means for improving the rigidity of a mount member in the transverse direction of the vehicle in turning the vehicle. CONSTITUTION:A power unit P of a vehicle is elastically supported through a mount member 20 on a car body B. Further, when the turning condition of the vehicle is detected, a controller CR controls the mount member 20 to improve the rigidity thereof in the transverse direction of the vehicle on the basis of an output signal from a handle steering angle sensor 14. Thus, the influence of the moment of inertia acting on the power unit on controllability can be reduced in the turning of the vehicle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power unit supporting device for elastically supporting a power unit of a vehicle on a vehicle body through a mount member.

[0002]

2. Description of the Related Art As is well known, in a vehicle such as an automobile, when a so-called power unit constituted by connecting an engine or a transmission in addition to the engine is supported on a vehicle body, a high frequency wave from the engine to the vehicle body side In order to reduce the vibration input of the device as much as possible, an elastic mount member such as a rubber bush is provided between the two.
As described above, in order to reduce the vibration input from the engine and improve the riding comfort, it is advantageous that the elasticity of the mount member is high, but when a roll occurs, the behavior of the power unit is suppressed and the running stability is improved. In order to secure the above, it is desirable that the mount member has high rigidity.

Regarding the setting of the hardness of this mount member,
For example, in Japanese Utility Model Laid-Open No. 60-50023, the mount member is formed of an air spring, and the supply of air to the air spring is controlled according to the setting operation of the transmission gear range to prevent the occurrence of torque roll. It is disclosed that the hardness of a mount member is variably controlled. By controlling the hardness of the mount member of the power unit in this way, it is possible to improve the riding comfort by reducing the vibration and ensure the traveling stability at a high level.

[0004]

By the way, when the vehicle turns, the moment of inertia acts on the power unit due to the generation of the lateral G. However, when the elasticity of the mount member is set high, this moment of inertia The operation may change the steer characteristic of the vehicle, and may adversely affect the operation feeling of the steering wheel operation during turning. In particular, when the vehicle is turned in the opposite direction with the moment of inertia acting on the power unit, a particularly remarkable effect appears. Also, the effect of the moment of inertia is that the larger the power unit and the larger its mass,
Alternatively, the higher the vehicle speed or the turning speed (that is, the angular speed at the time of turning), the more remarkable the result becomes.

The present invention has been made in order to solve the above-mentioned problems, and it is possible to effectively absorb the vibration transmitted from the engine during normal traveling and to control the moment of inertia acting on the power unit during vehicle turning. An object of the present invention is to provide a power unit supporting device that can reduce the influence on stability.

[0006]

Therefore, according to a first aspect of the present invention, there is provided a power unit supporting device for elastically supporting a power unit of a vehicle with respect to a vehicle body via a mount member. It is provided with state detecting means and control means for controlling so as to increase the rigidity of the mount member in the vehicle width direction based on the input of a detection signal from the turning state detecting means.

A second invention of the present application is the above-mentioned first invention, wherein the control means controls the mount member so as to increase the rigidity in the vehicle width direction when the vehicle speed is equal to or higher than a predetermined value. It is characterized by.

Further, in a third invention of the present application, in the first or second invention, the control means controls the rigidity of the mount member in the vehicle width direction when the turning speed of the vehicle is a predetermined value or more. It is characterized by controlling to increase.

Furthermore, a fourth invention of the present application is the above-mentioned first, second or third invention, wherein the mount member has a constant vertical rigidity even if the rigidity in the vehicle width direction changes. It is characterized by being kept.

[0010]

According to the first aspect of the present invention, since the rigidity of the mount member in the vehicle width direction is increased when the vehicle turns, the steer characteristic of the vehicle changes due to the moment of inertia acting on the power unit when the vehicle turns. It is possible to prevent this from adversely affecting the operation feeling of the handle. In this case, during normal traveling, the rigidity of the mount member does not change, and its hardness is kept low, so that vibration input from the engine can be effectively reduced and a good ride comfort can be obtained. .. That is, it is possible to improve the riding comfort of the vehicle and secure the steering stability during turning at a high level.

Further, according to the second invention of the present application, in the first invention, the control for increasing the rigidity of the mount member in the vehicle width direction is performed when the vehicle speed is equal to or higher than a predetermined value. , At the time of high speed at which the influence of the moment of inertia becomes remarkable, the same effect as that of the first aspect of the present invention is obtained by performing the above control, and the steering stability is ensured. By keeping the hardness low without increasing it, a good ride comfort can be obtained.

Further, according to the third invention of the present application, in the first or second invention, control for increasing the rigidity of the mount member in the vehicle width direction is performed when the turning speed of the vehicle is a predetermined value or more. Since it is performed, the effect similar to that of the first or second aspect of the invention can be obtained by performing the above control when the vehicle makes a sharp turn where the influence of the moment of inertia becomes noticeable, and secures the steering stability. On the other hand, when the vehicle is not turning suddenly, it is possible to obtain a good ride comfort by keeping the hardness of the mount member low without increasing its rigidity.

Further, according to the fourth invention of the present application,
In the first, second or third aspect of the invention, the mount member is configured such that the vertical rigidity is kept constant even if the rigidity in the vehicle width direction changes. The elastic characteristics of the mount member do not change regardless of the state of rotation, and it is possible to maintain the predetermined vibration absorption characteristics and rigidity.

[0014]

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. FIG. 1 is a plan explanatory view schematically showing the arrangement structure of a front wheel steering mechanism and a power unit of a vehicle according to the present embodiment. As shown in the figure, the front wheel steering device 10 of the vehicle is provided with A pair of knuckle arms 3L, 3R and tie rods 4L, 4R that rotatably support the front wheels 1L, 1R, a relay rod 5 that connects the tie rods 4L, 4R, and a rack formed in the middle of the relay rod 5. A pinion 6 that meshes with teeth (not shown) is provided with a steering shaft 7 provided at the front end portion, and a steering wheel 8 (handle) is fixed to the rear end side of the steering shaft 7, and the steering wheel 8 The relay rod 5 is displaced left and right in response to the turning operation, and the left and right front wheels 1L, 1R are steered in the same direction. On the other hand, the left and right rear wheels 2L and 2R are suspended on the vehicle body B by suspension devices 11L and 11R, respectively.

Further, in the above vehicle, the power unit P formed by connecting the engine E and the transmission T is arranged laterally in the engine room Er at the front of the vehicle body, and the driving force generated by the engine E is applied to the front wheels 1L. , 1R
It is designed to be transmitted to the side. The power unit P
Is elastically supported to the vehicle body B at both left and right ends and a central rear portion, and a normal rubber mount member 18 is provided on the central rear supporting portion, while A fluid-filled mount member 20 is used for the support portions on both ends.

As shown in FIG. 2, the fluid-filled mount member 20 includes a metal inner cylinder 21 and an outer cylinder 22 coaxially arranged, and an intermediate cylinder 23 arranged therebetween.
A rubber member 24 having a predetermined elasticity is arranged between the inner cylinder 21, the outer cylinder 22 and the intermediate cylinder 23. In the mount member 20, liquid chambers 25, 25 are formed at positions opposite to each other by 180 degrees so that the rubber member 24 and the intermediate cylinder 23 are cut out and a liquid such as oil is sealed therein. An arc-shaped member 26 having a communication passage 26a for communicating the two liquid chambers 25 is provided between and. As shown in detail in FIG. 3, the arc-shaped member 26 has, for example, a substantially U-shaped cross section that is open outward, and a seal member 27 is provided between the outer peripheral portion and the inner peripheral portion of the outer cylinder 22.
Are arranged. A seal member 28 is also arranged between the inner peripheral portion of the arcuate member 26 and the outer peripheral portion of the intermediate cylinder 23.

The inner cylinder 21 is formed to be slightly longer than the outer cylinder 22 in the longitudinal axis direction, and when the mount member 20 is mounted, the pin member 3 is placed inside the inner cylinder 21.
3 is inserted, and the inner cylinder 21 is coupled to the mount bracket 34 of the engine E via the pin member 33. On the other hand, the outer cylinder 22 has its outer peripheral portion coupled to the mount bracket 35 on the vehicle body B side. At this time, the mount member 20 is mounted on the mount brackets 3 so that the liquid chambers 25, 25 are located at mutually opposing positions in the vehicle width direction.
It is attached to 4,35. The rubber member 24 is provided with cutouts 31 and 32 at vertically opposite positions. By appropriately setting the cross-sectional shape and size of the cutouts 31 and 32, the mount member 20 in the vertical direction is formed. The elastic characteristics are set optimally.

In this embodiment, an opening / closing control device 40 for controlling the opening / closing of the communication passage 26a is provided in the middle of the communication passage 26a for connecting the left and right liquid chambers 25. The opening / closing control device 40 is attached to the upper outer peripheral portion of the mount member 20, and includes an electromagnetic solenoid 41 and the solenoid 4
According to ON / OFF of 1, the shutter 42 is provided on the side of the communication path 26a for performing a retracting operation. When the solenoid 41 is maintained in the OFF state, the shutter 42 is held in the upper position so that the liquid chambers 25 communicate with each other, while the solenoid 41 is turned on,
The shutter 42 projects downward to close the communication passage 26a.

That is, since the left and right liquid chambers 25 communicate with each other when the solenoid 41 is in the OFF state, when a vibration input in the vehicle width direction is made, the one liquid chamber 25 is passed through the communication passage 26a. From the liquid to the other liquid chamber 25, the vibration is damped, and a sufficient vibration absorbing effect can be obtained. On the other hand, when the solenoid 41 is turned on, the communication passage 26a is blocked, so that the liquid cannot move between the liquid chambers 25, and the liquid chamber 25 becomes incompressible due to a slight elastic deformation in the vehicle width direction. By being filled with a certain liquid, the rigidity of the mount member 20 in the vehicle width direction is increased.

The opening / closing control device 40 includes the mount member 2
Controller CR that can control the elasticity characteristics of 0 (see FIG. 1)
To the controller CR,
Detection signals from the vehicle speed sensor 13, the steering wheel steering angle sensor 14, the lateral G sensor 15, and the like are input.

In this embodiment, when the vehicle makes a turning motion, more preferably, at a vehicle speed equal to or higher than a predetermined value and at a turning angular velocity equal to or higher than a predetermined value, the mount member 20 is rotated. By increasing the rigidity in the vehicle width direction,
The flare characteristics of the vehicle are prevented from changing due to the moment of inertia of the power unit P, and the steering stability during turning is improved.

The control of the elastic characteristic of the mount member 20 in the vehicle width direction will be described below with reference to the flowchart of FIG. In this flowchart, the control flag F is a flag that indicates the control state of the elastic characteristic of the mount member 20 in the vehicle width direction by the controller CR. When control is in progress, F = 1 and the control state is in the non-control state. In this case, F = 0 is set.

When the ignition key is turned on and the system starts, it is first determined in step # 1 whether or not the control flag F is set to 1. If the result of this determination is YES, that is, control is in progress. in case of,
In step # 6, the steering wheel steering angle θH and the steering angular velocity dθ
It is determined whether H is substantially 0 (zero), that is, whether the vehicle is in a straight traveling state, and if YES, the control flag F is set to 0.
(Step # 7).

On the other hand, the determination result in step # 1 is N
In the case of O, that is, in the non-controlled state, in step # 2, the vehicle speed V is the predetermined value Vo (for example, 4).
0 km / h) or more is determined. If the determination result is YES, it is further determined in step # 3 whether or not the steering wheel angular velocity dθH is greater than or equal to a preset predetermined value dθHo. The steering wheel angular velocity d
θH can be obtained based on the detection signal from the steering wheel steering angle sensor 14.

When the result of the determination in step # 3 is YES, the electromagnetic solenoid 41 of the opening / closing control device 40 is turned on (step # 4), and the mount member 20 is turned on.
The elastic characteristic of the vehicle in the vehicle width direction is controlled (step # 5). That is, the communication passage 26a is not connected to the shutter 42.
Since the liquid is blocked by, the movement of the liquid between the left and right liquid chambers 25 is prohibited, and the rigidity of the mount member 20 in the vehicle width direction is increased.

As described above, according to the present embodiment, when the vehicle speed V is equal to or higher than the predetermined value (Vo) and the steering wheel angular velocity dθH is equal to or higher than the predetermined value (dθHo), that is, at the time of high speed and sharp turn. Since the rigidity of the mount member 20 in the vehicle width direction is controlled to be high, the steer characteristic of the vehicle is influenced by the inertia moment at high speed and in a sharp turn where the influence of the inertia moment acting on the power unit becomes particularly remarkable. Can be prevented from changing and the operation feeling of the steering wheel can be prevented from being adversely affected.
In this case, except at the time of high speed and sharp turn,
There is no change in the rigidity of the mount member, and the hardness thereof is kept low, and vibration input from the engine can be effectively reduced to obtain a good riding comfort. Also,
The mount member 20 maintains a constant rigidity in the vertical direction even if the rigidity in the vehicle width direction changes. Therefore, in the vertical direction, the mount member 2 does not depend on the turning state of the vehicle.
The elastic property of 0 does not change, and it is possible to maintain a predetermined vibration absorption property and rigidity. That is, it is possible to improve the riding comfort of the vehicle and secure the driving stability during turning at a high level.

In the above embodiment, the control for increasing the rigidity of the mount members 20, 20 in the vehicle width direction is executed at a high speed and a sharp turn. However, this control is simply performed at a high speed when the vehicle turns. It may be executed when the vehicle is turning or when the vehicle is turning suddenly regardless of the vehicle speed.

[Brief description of drawings]

FIG. 1 is an explanatory plan view showing an arrangement structure of a power unit of an automobile according to an embodiment of the present invention.

FIG. 2 is a vertical cross-sectional explanatory view of a mount member according to the above embodiment.

FIG. 3 is a cross-sectional explanatory view in the AA direction of FIG.

FIG. 4 is a flowchart illustrating control of elastic characteristics of the mount member.

[Explanation of symbols]

 20 ... Mounting member 40 ... Opening / closing control device B ... Vehicle body CR ... Controller P ... Power unit

Claims (4)

[Claims] 1. A power unit supporting device for elastically supporting a power unit of a vehicle with respect to a vehicle body via a mount member, wherein a turning state detecting means for detecting a turning state of the vehicle, and a detection signal from the turning state detecting means. A power unit supporting device comprising: a control unit that controls the mount member so as to increase the rigidity of the mount member in the vehicle width direction. 2. The power unit supporting device according to claim 1, wherein the control means controls the mount member so as to increase rigidity in the vehicle width direction when the vehicle speed is equal to or higher than a predetermined value. 3. The power unit according to claim 1, wherein the control means controls to increase the rigidity of the mount member in the vehicle width direction when the turning speed of the vehicle is a predetermined value or more. Support device. 4. The power unit supporting device according to claim 1, wherein the mount member maintains a constant rigidity in the vertical direction even if the rigidity in the vehicle width direction changes.