JPH10281329A - Solenoid valve and electronic control engine mount device using the solenoid valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To construct a solenoid valve surely closing an atmospheric pressure side to enable a negative pressure to pass at non-current carrying time, reduce an engine shake and power consumption in a negative pressure type active control engine mount. SOLUTION: In an ECU60, when an engine is placed in not an idle condition, a current is not carried in a VSV(solenoid valve) 10, a pressure in an air chamber A of a negative pressure type active control engine mount (V-ACM) 40 is held to a prescribed negative pressure supplied from an engine side. In this way, in the V-ACM40, a capacity of the air chamber A is eliminated, from a main fluid chamber X deformed in accordance with a vibration input, to a sub fluid chamber Y via a throttle flow path Z, non-compressive fluid is circulated, by a liquid column resonance effect of the throttle flow path Z, an engine shake in a low frequency band is reduced. Since a time of the engine not in an idle operating condition is in very high ratio relating to a total operation time, power consumption relating to the VSV10 is largely reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a three-port two-position switching valve for switching between a predetermined negative pressure and atmospheric pressure, and to a solenoid valve for maintaining a predetermined negative pressure side switching state when not in a driving state. Also, the present invention relates to an electronically controlled engine mount device that is disposed between a vehicle body and an engine using the electromagnetic valve and that can arbitrarily change a vibration transmission characteristic according to a vibration state from the engine.

[0002]

2. Description of the Related Art Conventionally, as a prior art document related to an electromagnetic valve and an electronically controlled engine mounting device using the same, one disclosed in Japanese Utility Model Laid-Open No. 5-83557 is known. In this technique, a technique for reducing the operation noise at the time of opening and closing in an electromagnetic valve as a two-port two-position switching valve is disclosed.

[0003]

By the way, in the above-mentioned electromagnetic valve, the fluid passage is closed by bringing the valve body into contact with the valve seat by the urging force of the coil spring when power is not supplied. Using the configuration of this solenoid valve, one fluid passage is added, and a three-port two-position switching valve having a fluid passage in a normally open state and two fluid passages whose opening and closing states are mutually switched by the displacement of a valve body. Considering an electromagnetic valve, when a predetermined negative pressure is introduced from a negative pressure introduction passage as a second fluid passage which is communicated with a normally opened first fluid passage when not energized, the valve is closed by a valve body. Since a force is applied to the valve body in a direction away from the valve seat of the atmospheric pressure introducing passage as the third fluid passage, the closed state may be unstable. Also, if such a solenoid valve (3-port 2-position switching valve) is used in an electronically controlled engine mount device, the pressure in the gas chamber formed in the engine mount cannot be maintained at a predetermined negative pressure, so that the vibration reduction effect is sufficient. Can not be obtained.

In view of the above, the present invention has been made to solve such a problem, and is directed to a three-port two-position switching valve, in which a first fluid passage that is normally open when no power is supplied to a second fluid passage. An object of the present invention is to provide an electromagnetic valve that can obtain a stable closed state in the third fluid passage closed by the valve body even if a predetermined negative pressure is introduced from the valve. It is another object of the present invention to provide an electronically controlled engine mount device that can change the vibration transmission characteristic by switching the pressure in a gas chamber formed in an engine mount to a predetermined negative pressure and atmospheric pressure using the solenoid valve.

[0005]

According to the electromagnetic valve of the first aspect, when the coil is not energized, the valve seat urged by the urging member surely closes the valve seat of the atmospheric pressure introduction passage, thereby restricting the operation. Through the negative pressure passage of the member, the state of communication between the negative pressure introduction passage and the normally open fluid passage is maintained. Further, when the coil is energized, the movable iron core is displaced toward the fixed iron core against the urging force of the urging member, and the valve body is displaced via the support member, whereby the valve in the negative pressure passage of the regulating member is displaced. The seat is reliably closed, and the communication state between the atmospheric pressure introduction passage and the fluid passage is maintained. Thus, the solenoid valve is a three-port two-position switching valve. When the power is not supplied, a predetermined negative pressure can be reliably introduced from the negative pressure introducing passage into the fluid passage. It can be reliably introduced into the fluid passage.

According to the electronic control engine mount device of the second aspect, when the engine is not in the idle operation state, no current flows through the solenoid valve by the control means, and the pressure in the gas chamber of the engine mount is maintained at a predetermined negative pressure. Is done. As a result, when the engine is not in the idling operation state in which the ratio is large, the power consumption can be reduced because the solenoid valve is not operated, and the vibration transmission characteristics (dynamic spring constant and damping coefficient) of the engine mount are optimized. The effect that the shake is reduced is obtained.

According to the electronic control engine mounting device of the third aspect, when the coil of the solenoid valve is not energized, the valve seat of the atmospheric pressure introduction passage is reliably closed by the valve body urged by the urging member, and the regulation is performed. Through the negative pressure passage of the member, the state of communication between the negative pressure introduction passage and the normally open fluid passage is maintained. Further, when the coil of the solenoid valve is energized, the movable core is displaced toward the fixed core side against the urging force of the urging member, and the valve body is displaced via the support member, so that the negative pressure of the regulating member is reduced. The valve seat of the passage is reliably closed, and the communication state between the atmospheric pressure introduction passage and the fluid passage is maintained. As described above, the electronically controlled engine mount device using the solenoid valve as the three-port two-position switching valve can reliably introduce a predetermined negative pressure from the negative pressure introduction passage into the fluid passage when the solenoid valve is not energized. At the time of energizing the solenoid valve, the atmospheric pressure can be reliably introduced from the atmospheric pressure introduction passage into the fluid passage. As a result, when the engine is not in the idling operation state in which the ratio is large, the power consumption can be reduced because the solenoid valve is not operated, and the vibration transmission characteristics (dynamic spring constant and damping coefficient) of the engine mount are optimized. The effect that the shake is reduced is obtained.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples.

FIG. 1 is a cross-sectional view showing the entire configuration of a solenoid valve according to an embodiment of the present invention, and FIG. 2 is an enlarged cross-sectional view showing a main part configuration around the piece in FIG. FIG.
FIG. 3 is an operation diagram showing a state in which a coil is energized in FIG. 2.
FIG. 4 is a plan view showing a detailed shape of the leaf spring shown in FIGS.

1 to 4, a solenoid valve 10 includes a coil 12 wound around a bobbin 11, a fixed iron core 13 magnetized by a magnetic force generated by the coil 12, and a regulating member positioned on the fixed iron core 13. Piece 1 as a member
5, a movable iron core 16 which is attracted to the fixed iron core 13 when the coil 12 is energized, and which is displaced integrally with the movable iron core 16 and is a negative pressure introducing passage 14 or an atmospheric pressure introducing passage 2 which will be described later.
The valve body 17 is configured to include a valve body 17 for opening and closing the valve 8, a leaf spring 18 as a support member for supporting the movable iron core 16 and the valve body 17 movably.

A magnetic plate 21 is insert-molded on the bobbin 11 during resin molding. After the coil 12 is wound around the bobbin 11, a terminal is connected to the terminal 22, and the coil 12 is energized from the outside via the terminal 22 to generate a magnetic force. Terminal 22 is a housing part 2 that covers the outer periphery of coil 12.
3, and is insert-molded in a connector portion 24 molded by resin molding.

The fixed iron core 13 is inserted through the inner periphery of the bobbin 11, and a port A 14 a is provided at one end protruding from the end surface of the bobbin 11, and its outer peripheral step is crimped (press-fit / weld) to the end surface of the yoke 25. Etc.). The other end of the fixed iron core 13 has a projection 13a at the center.
(See FIG. 2). A negative pressure introduction passage 14 having a circular cross section is formed from the center of the end face of the protruding portion 13a to the port A14a. The yoke 25 is attached to the magnetic plate 21 protruding from the bobbin 11 so as to cover the outer periphery of the housing portion 23, and then the tip is caulked and fixed to a cover 26 combined with the bobbin 11.

The piece 15 is made of a non-magnetic material (for example, a non-magnetic material such as stainless steel or copper or a resin molding material), has a substantially cylindrical shape having a negative pressure passage 15a formed therethrough, and is provided on one end surface. The fixed cylindrical part 15b is fixed core 1
3 is inserted into the negative pressure introduction passage 14 and the stepped surface 15c which expands in the radial direction from the cylindrical portion 15b
It is positioned and fixed to the fixed iron core 13 in a state of contact with the end face 13b of 3a (see FIG. 2). A flange portion 15d is provided on the peripheral wall surface of the piece 15, and on the other side of the flange portion 15d, the peripheral wall surface is provided slightly inclined in a tapered shape toward the front end. The flange 15
One side from d is a columnar shape having substantially the same diameter as the protrusion 13a of the fixed iron core 13, and its peripheral wall surface is substantially flush with the outer peripheral surface of the protrusion 13a. The tapered shape of the piece 15 is a guide shape of a coil spring 20 described later.

The movable iron core 16 is disposed on the inner periphery of the bobbin 11 on the side of the magnetic plate 21 so as to face the fixed iron core 13, and is formed in a substantially cylindrical shape in sliding contact with the inner peripheral surface of the bobbin 11. The movable iron core 16 is provided at one end with a facing wall 16a which is bent inward in the radial direction to form an air gap G (see FIG. 2) between the movable iron core 16 and the end surface 13c of the fixed iron core 13. A flange portion 16b that expands radially outward is provided at an end portion, and the flange portion 16b is welded and fixed to a leaf spring 18.

The leaf spring 18 has a substantially circular support surface 18 for supporting the movable iron core 16 and the valve element 17 as shown in FIG.
a, a plurality of negative pressure passage holes 18b formed between the support of the movable iron core 16 and the valve element 17 on the support surface 18a;
A plurality of (for example, three) support arms 18c provided on the outer periphery of the support arm 8a and the annular portion 1 connecting the ends of the support arms 18c
8d, a rubber ring portion 19 (see FIG. 2) fixed to the annular portion 18d is sandwiched between the end surface of the bobbin 11 and the end surface of the cover 26. The leaf spring 18 can bend to the left and right sides with the displacement of the movable iron core 16 (see FIGS. 2 and 3).

The valve body 17 is made of, for example, an elastic body made of rubber, and has a flange 16 of the movable iron core 16 with respect to the leaf spring 18.
It is fixed at a position facing the piece 15 on the inner peripheral side from b. This valve element 17 is attached to the valve seat 27 side of an atmospheric pressure introducing passage 28 formed in the cover 26 by a coil spring 20 as an urging member disposed between the flange portion 15 d of the piece 15 and the leaf spring 18. When the coil 12 is not energized, the coil 12 receives the urging force of the coil spring 20 and abuts on the valve seat 27. The coil 12 is energized to move the movable core 16 to the fixed core 1.
When sucked to the third side, the leaf spring 18 bends against the urging force of the coil spring 20, so that the contact surface 17 a of the valve element 17 contacts the valve seat 15 e of the negative pressure passage 15 a of the piece 15. Displace to the position. The leaf spring 18 is a coil 1
When the valve body 17 is in contact with the valve seat 27 at the time of de-energization, the support surface 18a for supporting the movable iron core 16 and the valve body 17 is provided.
Is slightly bent from the support arm 18c toward the valve seat 27 (see FIG. 2), and when the coil 12 is energized and the movable iron core 16 is attracted to the fixed iron core 13, the support surface 18a is moved from the support arm 18c by the support arm 18c. It is bent toward the piece 15 (see FIG. 3).

Thus, the negative pressure passage 1 of the piece 15
The negative pressure introduction passage 14 of the fixed iron core 13 and the atmospheric pressure introduction passage 28 of the cover 26 connected to 5 a are opened and closed by the valve element 17. Further, a port A14a for introducing a negative pressure is provided at the inlet of the negative pressure introducing passage 14, and the atmospheric pressure introducing passage 2 is provided.
A port B28a into which atmospheric pressure is introduced is provided at the entrance of the port 8. On the downstream side of the atmospheric pressure introduction passage 28, a valve seat 27 is provided to protrude in a cylindrical shape. When the valve element 17 is seated on the valve seat 27, the atmospheric pressure introduction passage 28 is closed and the negative pressure introduction passage is closed. 14 and the normally open fluid passage 29 are communicated with each other, and the valve body 17 is seated on the valve seat 15 e of the negative pressure passage 15 a of the piece 15, thereby closing the negative pressure introduction passage 14 and closing the fluid with the atmospheric pressure introduction passage 28. The passage 29 is communicated.
Note that a port C29a is provided at the entrance of the fluid passage 29.

Next, the operation will be described with reference to FIGS.

First, when the coil 12 is not energized, as shown in FIG. 2, the valve body 17 is brought into contact with the valve seat 27 of the atmospheric pressure introduction passage 28 by the urging force of the coil spring 20, and The introduction passage 28 is closed, and the negative pressure introduction passage 14 communicates with the fluid passage 29 which is normally open. As a result,
The negative pressure from the port A14a of the negative pressure introduction passage 14 is applied to the negative pressure passage 15a of the piece 15 and the negative pressure passage hole 18b of the leaf spring 18.
Through the fluid passage 29 to the port C29a.
In this manner, when the coil 12 is in the non-energized state and a negative pressure is introduced from the port A14a of the negative pressure introduction passage 14, the closed state of the atmospheric pressure introduction passage 28 by the valve element 17 is reliably maintained. Thus, the urging force of the coil spring 20 is set.

As shown in FIG. 3, when the fixed core 13 is magnetized by the magnetic force generated by energizing the coil 12, the movable core 16 moves toward the fixed core 13 against the urging force of the coil spring 20. It is sucked. Therefore, the movable core 16
The leaf spring 18 bends in accordance with the movement of the
8, the valve body 17 is separated from the valve seat 27 to open the atmospheric pressure introduction passage 28, and the contact surface 17a of the valve body 17 is displaced to a position where it comes into contact with the valve seat 15e of the negative pressure passage 15a of the piece 15. Is done. As a result, the port B of the atmospheric pressure introduction passage 28
Atmospheric pressure from 28a is introduced into port C29a of fluid passage 29. As described above, when the coil 12 is energized and the atmospheric pressure is introduced from the port B 28 a of the atmospheric pressure introducing passage 28, the negative pressure introducing passage 14 by the valve element 17, that is, the negative pressure passage 15 a of the piece 15. The attraction force of the movable iron core 16 toward the fixed iron core 13 by the magnetic force generated by the coil 12 is set so that the closed state of the valve seat 15e is reliably maintained.

As described above, the solenoid valve 10 of the present embodiment receives the electric current and generates the magnetic force. The coil 12 is magnetized by the magnetic force generated by the coil 12 and penetrates the inside to supply a predetermined negative pressure. A fixed iron core 13 having a negative pressure introducing passage 14 to be fixed, a negative pressure passage 15a positioned and fixed to the fixed iron core 13, penetrating therethrough and communicating with the negative pressure introducing passage 14 of the fixed iron core 13, and a valve seat 15e at the tip thereof. The atmospheric pressure supply passage 28 having a valve seat 27 at the end thereof, the negative pressure passage 15a of the piece 15 and the atmospheric pressure. It is interposed between the two valve seats 15e and 27 provided in the introduction passage 28 and abuts the valve seat 27 of the atmospheric pressure introduction passage 28 to close the atmospheric pressure introduction passage 28 and always open to the negative pressure introduction passage 14. State fluid flow A valve body 17 that communicates with the atmospheric pressure introduction passage 28 and the fluid passage 29 by closing the negative pressure introduction passage 14 by contacting the valve seat 15 e of the negative pressure passage 15 a of the piece 15; A leaf spring 18 as a flexible supporting member for supporting the member 17 between two valve seats 15e and 27 provided in the piece 15 and the atmospheric pressure introduction passage 28 so as to be displaceable.
A coil spring 20 as an urging member for urging the leaf spring 18 in a direction in which the valve body 17 comes into contact with the valve seat 27 of the atmospheric pressure introduction passage 28 with respect to the piece 15 or the fixed iron core 13; When the coil 12 is energized, the valve body 17 faces the valve seat 1 of the piece 15 against the biasing force of the coil spring 20 when the coil 12 is energized.
A movable iron core 16 is attracted to the fixed iron core 13 to a position where it comes into contact with 5e. When the coil 12 is not energized, the communication state between the negative pressure introducing passage 14 and the fluid passage 29 is maintained.

Therefore, when the coil 12 is not energized, the valve seat 27 of the atmospheric pressure introducing passage 28 is reliably closed by the valve body 17 urged by the coil spring 20, and the negative pressure is passed through the negative pressure passage 15a of the piece 15. The communication state between the introduction passage 14 and the fluid passage 29 is maintained. The coil 12
When the power is supplied to the leaf spring 1, the movable iron core 16 is displaced toward the fixed iron core 13 against the urging force of the coil spring 20.
When the valve element 17 is displaced via the
5, the valve seat 15e of the negative pressure passage 15a is securely closed, and the communication state between the atmospheric pressure introduction passage 28 and the fluid passage 29 is maintained. Thus, the solenoid valve 10 as a three-port two-position switching valve is connected between the two ports (port A14a of the negative pressure introduction passage 14 and port C29a of the fluid passage 29) that are communicated with each other when no power is supplied. 14 can be reliably introduced into the fluid passage 29, and two ports (port B28a of the atmospheric pressure introduction passage 28,
The atmospheric pressure from the atmospheric pressure introduction passage 28 can be reliably introduced into the fluid passage 29 between the ports C29a) of the fluid passage 29.

FIG. 5 is a schematic diagram showing a configuration around an engine to which an electronic control engine mounting device using the solenoid valve 10 according to one embodiment of the present invention is applied.
The engine mount 40 in the electronic control engine mount device of the present embodiment is a negative pressure type active control engine mount (Vacuum Active Control Engine).
Mount: Hereinafter referred to as “V-ACM”. ).
FIG. 5 shows a V-ACM 40 applied to a front mount of an engine 30 of a V-type multiple cylinder gasoline engine type. In addition, between the engine 30 and the vehicle body 31, in addition to the V-ACM 40, anti-vibration rubber mounts which are not actively controlled or well-known liquid seal mounts with orifices (not shown) are disposed at three places such as a rear.

In FIG. 5, the engine 30 is provided with an air cleaner 71 disposed on the most upstream side of the intake passage 32, and the intake air passing through a hot wire type air flow meter 72 disposed on the downstream side thereof to a throttle valve 73. Adjusted. Also, an ISC for controlling the air amount by bypassing the throttle valve 73 to maintain the idle rotation speed at a predetermined rotation speed.
An ISC valve 74 for (Idle Speed Control: idle speed control) is provided. Then, the intake air that has passed through the throttle valve 73 or the ISC valve 74 is introduced into each cylinder through a surge tank 75 and an intake manifold 33 that follow the intake passage 32.

The air chamber A of the V-ACM 40, which will be described later, has a port C29a of the fluid passage 29 in which the solenoid valve 10 is normally open.
Are connected via a connection pipe 34. Hereinafter, the solenoid valve 10 as the three-port two-position switching valve is referred to as VSV (Va
cuum Switching Valve). The port B 28 a of the atmospheric pressure introduction passage 28 of the VSV 10 is connected to the intake passage 3 between the air flow meter 72 and the throttle valve 73 by the atmospheric pressure side hose 35.
2 are connected. The port A 14 a of the negative pressure introducing passage 14 of the VSV 10 is connected to a negative pressure tank 37 by a negative pressure side hose 36. The negative pressure supply side of the negative pressure tank 37 is connected to a surge tank 75 on the upstream side of the intake manifold 33 via a negative pressure side hose 38.

Next, the electrical configuration of the electronically controlled engine mount device of the present embodiment will be described with reference to FIG.

In FIG. 5, an air flow meter 72 disposed downstream of an air cleaner 71 for outputting an intake air amount signal QA related to an intake air amount is connected to a crankshaft (not shown) of the engine 30 and related to a rotation speed thereof. Crank angle sensor 76 for outputting the obtained crank angle signal Ne, a camshaft (not shown) related to the reference position of the crank angle
Are provided with a cam angle sensor 77 for outputting a reference position signal G2 related to the cam angle, and a water temperature sensor 78 for outputting a cooling water temperature signal THW related to the cooling water temperature in the cylinder housing of the engine 30.

The ECU (Electronic Control Uni)
t: an electronic control unit) 60, as input signals, an intake air amount signal QA from an air flow meter 72, a crank angle signal Ne from a crank angle sensor 76, a reference position signal G2 from a cam angle sensor 77, and cooling from a water temperature sensor 78. Water temperature signal THW, shift signal N from A / T (automatic transmission)
(Neutral range), D (drive range), air conditioner switch signal A / C, and the like. Also, E
The drive voltage Vout from the CU 60 is input to the VSV 10 connected to the V-ACM 40. Note that the ECU 60
Are a well-known central processing unit (CPU), a ROM storing a control program, a RAM storing various data,
/ U (backup) RAM, an input port for inputting detection signals from various sensors, an output port for outputting control signals to various actuators, and a logic operation circuit including a bus line connecting them.

Next, the detailed configuration of the V-ACM 40 will be described with reference to FIG.

In FIG. 6, a circular plate 42 is joined to the upper end of a mount rubber (anti-vibration rubber) 41 formed of a thick elastic body having a dome shape and opened downward from the V-ACM 40. Bolts 43 protruding upward to mount and fix the engine 30 at the center of the disc 42, and a detent pin 44 with the engine 30 are press-fitted around the bolt 43. A substantially cylindrical side member 45 is joined to a lower part of the mount rubber 41, and a partition member 46 having a thin center is inserted below the side member 45. Above the partition member 46, a thin rubber film member 47 is held at its periphery by a ring-shaped plate 48 and fixed by a plurality of bolts 49. Further, a rubber film member 50 having a thin center and an upward convex is inserted below the partition member 46, and a bottom member 51 is provided.
Thereby, the lower ends of the side member 45 and the mount rubber 41, and the circumferential edges of the partition member 46 and the rubber film member 50 are simultaneously caulked and fixed. The bottom member 51 has a bolt 5 protruding downward at the center thereof for connection and fixing to the vehicle body 31.
2, around the bolt 52, a detent pin 53 with the vehicle body 31 is press-fitted.

With this configuration, the mounting rubber 41
An incompressible fluid is sealed in a space closed by the rubber film member 47 and the main liquid chamber X, and an air chamber A is formed in a space closed by the rubber film member 47 and the partition member 46. An incompressible fluid is sealed in a space closed by the partition member 46 and the rubber film member 50 to form a sub liquid chamber Y. The main liquid chamber X and the sub liquid chamber Y are communicated with each other by a restricting flow path (orifice) Z formed on the outer peripheral edge of the partition member 46, and the main liquid chamber X deforms in response to vibration input. By passing an incompressible fluid through the sub-liquid chamber Y through the sub-liquid chamber Y, an anti-vibration effect is obtained.

An air passage pipe 54 communicating with the outside is connected to the air chamber A closed by the thin rubber film member 47 and the partition member 46 in this embodiment, and is connected to the air passage pipe 54. The other end of the connecting pipe 34 is VSV10
The fluid passage 29 is connected to the port C29a. When the engine is idling, the optimum delay time Δθ and the optimum ON time T
The VSV 10 is turned ON / OFF to switch between the negative pressure and the atmospheric pressure, so that the pressure in the air chamber A is optimally controlled. Furthermore,
The fluid pressure in the main fluid chamber X is controllable in accordance with the pressure change in the air chamber A, and the vibration transmission characteristics (dynamic spring constant and damping coefficient) of the V-ACM 40 are optimized so that vehicle vibration (steering) caused by an engine explosion is achieved. (Vibration of wheels and floors) can be largely cut off.

Further, when the engine 30 is not in the idling operation state, current is prevented from flowing through the VSV 10, and the communication state between the negative pressure introduction passage 14 and the fluid passage 29 is maintained. Then, the pressure in the air chamber A of the V-ACM 40 is maintained at a predetermined negative pressure from the engine 30, and the thin rubber film member 47 is pulled toward the partition member 46 and deformed, and the volume of the air chamber A is reduced. Disappears. In the present embodiment, a liquid ring system with an orifice is applied, and an incompressible fluid flows from a main liquid chamber X, which is deformed in response to vibration input, to a sub liquid chamber Y via a throttle flow path (orifice) Z. And the throttle channel Z
By the liquid column resonance effect, the engine shake can be reduced by increasing the damping coefficient in the low frequency band, and the engine noise can be reduced by decreasing the dynamic spring constant in the high frequency band.

Next, the frequency [H
z], dynamic spring constant [N / mm] and damping coefficient [N · S /
mm] when the predetermined negative pressure or the atmospheric pressure is introduced into the air chamber A, with reference to FIG.

When the engine 30 is not in the idle operation state, engine shake is caused by vibration in a low frequency band near about 10 Hz from the road surface, and the riding comfort of the vehicle is deteriorated. Here, when a predetermined negative pressure is introduced into the air chamber A of the V-ACM 40, the volume of the air chamber A that absorbs the hydraulic pressure due to the vibration from the engine 30 disappears, and the main liquid chamber X communicates with the sub liquid chamber Y. It can be seen that the dynamic spring constant is reduced and the damping coefficient is increased due to the liquid column resonance effect of the filled liquid passing through the restricting passage Z, and the engine shake due to vibration in the low frequency band is reduced.

By the way, generally, when the vehicle is in the idling operation state, it is about 10 to 15% of the total operation time. That is, since the ratio when the vehicle is not in the idling operation state is larger, the air chamber A of the V-ACM 40 when the VSV 10 is not energized.
Is controlled to a predetermined negative pressure, the power consumption is reduced. That is, it can be said that the VSV 10 satisfies the energy saving conditions.

As described above, the electronic control engine mount device of the present embodiment is provided between the vehicle body 31 and the engine 30 and has the V-ACM 40 having the gas chamber A whose volume can be changed by the pressure of the introduced gas. And a coil 12 that generates a magnetic force when energized, and a fluid passage 2 that communicates with the gas chamber A.
9, a negative pressure passage 15a communicating with the negative pressure source, and an atmospheric pressure introducing passage 28 communicating with the atmosphere. When the coil 12 is energized, the fluid passage 29 communicates with the atmospheric pressure introducing passage 28, When the coil 12 is not energized, the switchable VS connects the fluid passage 29 to the negative pressure passage 15a.
V10 and control means achieved by the ECU 60 which makes the coil 12 of the VSV 10 non-energized when the engine 30 is not in the idling operation state and communicates the fluid passage 29 and the negative pressure passage 15a.

Therefore, the ECU 60 as control means
When the engine 30 is not in the idling state,
When the SV 10 is not driven, the air chamber A of the V-ACM 40
The internal pressure is maintained at a predetermined negative pressure supplied from a negative pressure tank 37 that has accumulated the negative pressure from the surge tank 75 of the engine 30. Thereby, in the V-ACM 40, the air chamber A
Of the main liquid chamber X deformed in response to vibration input
By flowing the incompressible fluid to the auxiliary liquid chamber Y through the throttle channel Z, the engine shake in a low frequency band is reduced by the liquid column resonance effect of the throttle channel Z. In addition, when the engine 30 is not in the idle operation state, the ratio to the total operation time is extremely high. At this time, it is not necessary to energize the VSV 10, so that the power consumption can be significantly reduced.

The electronically controlled engine mount apparatus of this embodiment has a coil 12 that generates a magnetic force when the VSV 10 is energized, and is magnetized by the magnetic force generated by the coil 12 and penetrates through the inside thereof to a predetermined negative pressure. And a negative pressure passage 15a positioned and fixed to the fixed iron core 13, penetrating therethrough and communicating with the negative pressure introduction passage 14 of the fixed iron core 13, and a valve seat at the tip thereof. A pressure member 15 having a valve seat 27 at the end thereof;
Between the two valve seats 15e and 27 provided in the negative pressure passage 15a and the atmospheric pressure introducing passage 28, respectively.
By contacting the valve seat 27 of No. 8, the atmospheric pressure introduction passage 28 is closed, the negative pressure introduction passage 14 and the fluid passage 29 in the normally open state are communicated, and the piece 15 contacts the valve seat 15 e of the negative pressure passage 15 a. Thus, the valve body 17 that closes the negative pressure introduction passage 14 and communicates the atmospheric pressure introduction passage 28 and the fluid passage 29,
The spring 15 as a flexible support member for supporting the piece 15 and the valve seats 15e and 27 provided in the atmospheric pressure introduction passage 28 so as to be displaceable, and the piece 15 or the fixed iron core 13. The valve element 17 is connected to the valve seat 27 of the atmospheric pressure introduction passage 28.
A coil spring 20 as an urging member for urging the leaf spring 18 in a direction in which the fixed iron core 1 is supported by the leaf spring 18
3 has an air gap G, and when the coil 12 is energized, the valve body 1 opposes the urging force of the coil spring 20.
The movable iron core 16 is attracted toward the fixed iron core 13 to a position where the member 7 contacts the valve seat 15 e of the piece 15.

Therefore, when the coil 12 of the VSV 10 is not energized, the valve seat 27 of the atmospheric pressure introduction passage 28 is reliably closed by the valve body 17 urged by the coil spring 20, and passes through the negative pressure passage 15 a of the piece 15. The state of communication between the negative pressure introduction passage 14 and the fluid passage 29 is maintained. When the coil 12 of the VSV 10 is energized, the movable iron core 16 is displaced toward the fixed iron core 13 against the urging force of the coil spring 20, and the valve element 17 is displaced via the leaf spring 18. The valve seat 15e of the fifteen negative pressure passages 15a is securely closed, and the communication state between the atmospheric pressure introduction passage 28 and the fluid passage 29 is maintained. As described above, the electronic control engine mount device using the VSV 10 as the three-port two-position switching valve has two ports (the port A14a of the negative pressure introduction passage 14 and the port C29a of the fluid passage 29) that are connected when the VSV 10 is not energized. In the meantime, the negative pressure from the negative pressure introduction passage 14 can be reliably introduced into the fluid passage 29, and two ports (port B28a of the atmospheric pressure introduction passage 28 and port C29a of the fluid passage 29) communicated when the VSV 10 is energized. In the meantime, the atmospheric pressure from the atmospheric pressure introduction passage 28 can be reliably introduced into the fluid passage 29. As a result, when the engine is not in the idling operation state in which the ratio is large, the power consumption can be reduced because the VSV 10 is not operated, and the vibration transmission characteristics (dynamic spring constant and damping coefficient) of the V-ACM 40 are optimized. Shaking is reduced.

In the above embodiment, the solenoid valve (VS
V) 10 was used as an actuator for the air chamber A of the V-ACM 40, but when practicing the present invention,
The solenoid valve (VSV) is not limited to this.
Reference numeral 10 denotes a three-port two-position switching valve for switching between negative pressure and atmospheric pressure. A control system which supplies negative pressure when the coil 12 is not energized and supplies atmospheric pressure as needed is also used. Can be applied.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing an overall configuration of a solenoid valve according to an example of an embodiment of the present invention.

FIG. 2 is an enlarged sectional view showing a configuration of a main part around a piece in FIG.

FIG. 3 is an operation diagram showing a state in which a coil is energized in FIG. 2;

FIG. 4 is a plan view showing the shape of the leaf spring shown in FIGS. 1 to 3;

FIG. 5 is a schematic diagram showing a configuration around an engine to which an electronically controlled engine mounting device using an electromagnetic valve according to an embodiment of the present invention is applied.

FIG. 6 is a sectional view showing a detailed configuration of a V-ACM and its peripheral devices in an electronically controlled engine mount device using an electromagnetic valve according to an example of an embodiment of the present invention.

FIG. 7 is a diagram showing a V-V of an electronically controlled engine mount device using a solenoid valve according to an example of an embodiment of the present invention.
FIG. 4 is a characteristic diagram showing a relationship between a frequency in ACM, a dynamic spring constant, and a damping coefficient.

[Explanation of symbols]

 Reference Signs List 10 solenoid valve (VSV) 12 coil 13 fixed iron core 14 negative pressure introduction passage 15 piece 15a negative pressure passage 15e valve seat 16 movable iron core 17 valve body 18 leaf spring 20 coil spring 27 valve seat 28 atmospheric pressure introduction passage 29 fluid passage 30 engine (Internal combustion engine) 31 Body 40 V-ACM (Engine mount) 60 ECU (Electronic control device)

Claims (3)

[Claims] A coil that generates a magnetic force when energized; a fixed iron core that is magnetized by the magnetic force generated by the coil and has a negative pressure introduction passage that penetrates the inside and supplies a predetermined negative pressure; A negative pressure passage which is positioned and fixed to the fixed iron core, penetrates the inside thereof, and communicates with the negative pressure introducing passage of the fixed iron core, and a regulating member having a valve seat at the tip thereof; and a regulating member facing the negative pressure passage of the regulating member An atmospheric pressure introducing passage having a valve seat at a tip thereof, and a valve interposed between both valve seats provided in the negative pressure passage and the atmospheric pressure introducing passage of the regulating member. By contacting the valve seat of the introduction passage, the atmospheric pressure introduction passage is closed, the negative pressure introduction passage communicates with the normally open fluid passage, and the regulating member contacts the valve seat of the negative pressure passage. To close the negative pressure introduction passage and introduce the atmospheric pressure. A valve body that communicates the passage with the fluid passage, a flexible support member that displaceably supports the valve body between two valve seats provided in the regulating member and the atmospheric pressure introduction passage, An urging member for urging the support member in a direction in which the valve body contacts the valve seat of the atmospheric pressure introduction passage with respect to the regulating member or the fixed iron core; and the fixed iron core supported by the support member and air. When the coil is energized and opposed with a gap, the valve body is attracted toward the fixed core side to a position where the valve body contacts the valve seat of the regulating member against the urging force of the urging member. A solenoid valve comprising: a movable iron core; and when the coil is not energized, a communication state between the negative pressure introduction passage and the fluid passage is maintained. 2. An engine mount having a gas chamber disposed between a vehicle body and an engine and having a volume that can be changed by the pressure of an introduced gas; a coil that generates a magnetic force when energized; A fluid passage communicating therewith, a negative pressure passage communicating with a negative pressure source, and an atmospheric pressure introducing passage communicating with the atmosphere, wherein the fluid passage communicates with the atmospheric pressure introducing passage when the coil is energized. A switchable solenoid valve for communicating the fluid passage and the negative pressure passage when the coil is not energized; and when the engine is not in an idle operation state, the coil of the solenoid valve is de-energized, and the fluid An electronically controlled engine mounting device, comprising: a control unit that communicates a passage with the negative pressure passage. 3. The electromagnetic valve has a coil that generates a magnetic force when energized, and a negative pressure introducing passage that is magnetized by the magnetic force generated by the coil and penetrates the inside to supply a predetermined negative pressure. A fixed core, a negative pressure passage positioned and fixed to the fixed core, penetrating therethrough and communicating with the negative pressure introducing passage of the fixed iron core, and a regulating member having a valve seat at a tip end thereof; Atmospheric pressure is supplied in opposition to the pressure passage, and an atmospheric pressure introduction passage having a valve seat at a tip end, and a valve seat provided between the negative pressure passage and the atmospheric pressure introduction passage of the regulating member. The abutment of the atmospheric pressure introduction passage with the valve seat of the atmospheric pressure introduction passage closes the air pressure introduction passage to communicate the negative pressure introduction passage with a normally open fluid passage. The negative pressure introduction passage is closed by contacting the seat. A valve body that communicates the atmospheric pressure introduction passage with the fluid passage, and a flexible member that displaceably supports the valve body between two valve seats provided in the regulating member and the atmospheric pressure introduction passage. A support member, an urging member for urging the support member in a direction in which the valve body contacts the valve seat of the atmospheric pressure introduction passage with respect to the regulating member or the fixed iron core, and The fixed core faces the fixed core with an air gap, and when the coil is energized, the fixed core reaches a position where the valve body contacts the valve seat of the regulating member against the urging force of the urging member. The electronic control engine mounting device according to claim 2, further comprising a movable iron core sucked to a side.