JPS62216825A - Power unit mounting device - Google Patents

Abstract

PURPOSE:To prevent displacement and vibration of a power unit when torque changes, by providing a means for detecting a decelerating state of an engine and controlling a mount property to a hard side when a decelerating state equal to or greater than a prescribed value is detected. CONSTITUTION:A brake unit 50 is provided with a hydraulic pressure 53 for sensing a hydraulic pressure when an oil actuator 52. The detected value of the hydraulic sensor 53 is applied to a control unit 21. The control unit 21 determines whether the detected value is equal to or greater than a prescribed value. As a result, when it is determined that it is in a decelerating state equal to or greater than the prescribed value, a rotary valve 13 is closed to make a mount property of mount members 7A, 7B hard. With this arrangement, the displacement and vibration of a power unit can be effectively prevented when a transient large torque change happens in decreasing a speed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a mounting device for a power unit.

(Prior art) Recently, from the viewpoint of reducing fuel consumption and improving cabin comfort, many automobiles (generally small cars are made with Fr.
F'l from t (front engine/rear drive) system
? (front engine, front drive) system, and efforts are being made to reduce the weight of the vehicle, mainly the body.

On the other hand, in order to meet the increasing sophistication and diversification of user demands for automobiles, high-performance engines and 4WD (four-wheel drive) power units are being introduced. At the same time as the above-mentioned trend toward lighter vehicle bodies, such as the installation of .

On the other hand, the above-mentioned improvement in the comfort of the vehicle interior also requires low vibration and quietness in the vehicle interior.

However, as mentioned above, changing the car body itself (IFRL) and then installing a high-output engine creates a completely contradictory relationship from the viewpoint of reducing vibration and making the car quieter. In particular, the engine part is the largest source of vibration and noise in the vehicle interior, and it is possible to satisfy both of Joro's requirements while also reducing vibration and noise in the vehicle interior. In order to achieve this, the entire drive section including the engine, that is, the mounting structure of the power unit on the vehicle body itself must have effective functions that meet the above requirements.

Of course, the power unit generally employs a mounting structure that absorbs vibrations to some extent by mounting it on the vehicle body via a rubber member having a predetermined elastic coefficient.

However, such a mounting structure has the following drawbacks.

In other words, since the rubber members at each support point as described above always have a constant elastic modulus (spring constant and damping constant), they cannot sufficiently respond to torque fluctuations that change depending on the operating condition. In particular, due to transient fluctuations in the driving torque, large elastic displacements occur, and the power unit supported by these will be subject to large displacements, and the vehicle body + '+riA very low frequency wave acting in the backward direction (
This tends to cause jerking vibrations (Zano vibrations) of up to 101-Iz) or low-frequency (up to 30Hz) twitching vibrations that affect the bottom and front of the vehicle body.

The above-mentioned jerk vibrations and shock vibrations occur when excessive transient negative drive torque is applied to the engine by the engine mount, especially when the vehicle is suddenly decelerating.
The lowest order of vibration is excited in the drive system and torsion system, and this becomes vibration in the longitudinal direction of the vehicle body through the tires and suspension, and at the same time, the power unit itself is also subjected to the reaction force, causing vibrations from the engine mount to the vehicle body. Shocking human force acts on the vehicle, creating vibrations in the vertical and backward directions of the vehicle body. Therefore, the jerk vibration in this case is mainly caused by torque fluctuations in the drive system and torsion system when the engine brake is applied, and the shock vibration is a complex combination of vibrations in the power unit and the vehicle system.

By the way, as an example of solving the drawbacks of such a rubber mount, a roll stopper is provided to prevent the engine from rolling, and when a deceleration state is detected by a normal brake switch, the roll stopper is activated for a certain period of time. There is a known technique that prevents the engine from rolling during deceleration by doing so (see Japanese Utility Model Application No. 59-162321).

(Problem to be Solved by the Invention) However, in order to drive the roll stopper for a predetermined period of time during braking as described above, a timer for setting the driving time is indispensable. Since there are various variations in the deceleration rate and deceleration time, and these are not always constant, it is difficult to set the drive time described above. If the driving time is not set appropriately, a hunting problem may occur depending on the case. Also,
As is clear from the points already mentioned, vehicle body vibrations that occur during deceleration are not simply caused by the rolling motion of the engine, so simply driving the roll stopper as described above is insufficient as a damping measure for vehicle body vibrations. is not enough.

(Another Means to Solve the Problems) The present invention has been made with the aim of solving the above problems.The present invention is aimed at solving the above-mentioned problems. A mounting device for a power unit mounted on a vehicle body through a type of mounting means includes a deceleration state detection means for detecting a deceleration state of the engine, and a deceleration state detection means that detects a deceleration of the engine equal to or higher than a predetermined value. In some cases, a mounting characteristic control means is provided on the hardware side to control the mounting characteristics of the mounting means.

(Function) According to the above means, when a transient and large torque fluctuation occurs during deceleration, the mount characteristics themselves specified by the spring constant or damping constant are controlled to the hard (high rigidity) side. Displacement and vibration of the power unit during torque fluctuations are particularly effectively prevented.

In addition, the above deceleration detection detects the deceleration state itself.
- It is possible to control the mounting means according to the deceleration state of deafness.

(Embodiment) FIGS. 2 to 1 show a power unit mounting device according to an embodiment of the present invention.

First, FIG. 2 shows the overall system configuration of the apparatus of the above embodiment, and in the figure, the reference numeral "i" indicates a vehicle body frame on which the power unit 2 is mounted, for example, in the front engine room of the vehicle. The power unit 2 includes, for example, a horizontally mounted engine body 4 and a transmission (not shown) that is integrally connected to the output shaft side of the engine body 4, and the transmission side of the power unit 2 is equipped with a rubber mount member (not shown). (omitted), and the engine main body 4 side is supported by a pair of mounting brackets 3A and 3B extending from the lower position to both left and right sides, and is supported by a spring constant or a damping constant as described below. A pair of mount members of variable mount characteristics type specified by (corresponding to mounting means in the claims, 4-ro) 7 A, 7
It is mounted to the vehicle body frame 1 via F3.

The mounting [・r'dl 147 A, 7 [-3] includes a cylindrical housing 8 fixed to the vehicle body frame 1 and open at both upper and lower ends, and the above-mentioned mounting to seal the upper end opening of this housing 8. Rubber walls 10A, IOB having a predetermined elasticity are connected to the brackets 3A, 3B via sleeve-shaped fastening bolts 9A, 91'3, and rubber walls 10A, 1013 sealing the lower end side opening of the national structure 8. The elastic membranes 11A, 1IB having lower rigidity and flexibility than the rubber walls 10A, 10B and the elastic membrane 1! A
, IIB, and a movable plate I2A, 12B that partitions the sealed space in the casing 8 into two upper and lower chambers, and the inner space of the casing 8 defined by the movable plates I2A, 12B. The Emperor's side is connected to each other by a conduit 14 with a low-resolution valve I3 interposed therebetween, while the movable plates 12A, 1
The lower chamber side defined by 2[3 is the lower chamber side defined by the movable plates I2A and 12B through damper orifices +6A and 16B formed in the stopper parts 15A and 15B that hold the movable plates I2A and 12B movably up and down on the peripheral side thereof. The communication is made possible by

An incompressible fluid 20 is sealed in the lower chamber, the royal chamber, and the conduit 14, respectively.

On the other hand, the rotary valve I3 is driven by a solenoid 11, and controls (opens and closes) the communication state between the pair of mount members 7A and 7B according to the engine operating state. This control signal is supplied from a control unit 21 which will be explained in detail later.

Further, reference numerals 30A and 30B indicate each of the above-mentioned mount members 7A.
, 7 B are shown, and each of these negative pressure actuators 30A, 30B
are the negative pressure chambers 32A inside the main body cases 31A and 31B.
, 32B by diaphragms 33A and 33B.
The diaphragms 33A and 33B support rod-shaped plunger members 37A and 37B. The upper ends of the blunt gloss members 37A, 37B are connected to the main body cases 31A, 31.
The mount member 7A protrudes upward from the upper surface of B,
7 B's elastic membranes 11A and IIB are bound,
The protruding ends are provided with circular position regulating plates 39A, 39B that can come into contact with the elastic membranes IIA, 11B. Further, coil springs 40A and 40B are compressed between the upper surfaces of the main body cases 31A and 31B and the plunger members 37A and 37B.
A, 40B indicates the plunger portion (37th Δ).

3713 is always in the downward direction (the above position regulating plate 39A
, 3'lB are biased in the direction away from the elastic membranes 11A, 11B. In a state in which the planter portions 37A and 37[3 are positioned at the lowest end, the distance between the position regulating plates 39A and 39B and the elastic membranes 11A and 113 is equal to the stopper plate I.
The spacing between SA, 15r3 and the elastic membranes IIA, IIB is made equal to allow the deformation of the elastic membranes +1A, IIB, while the plunger members 37A, 37B are
When it rises against the biasing force of the coil springs 40A and 4013, the elastic film 7 is
It acts to press against the surface and prevent its deformation.

Further, the first communication passage 35 is communicated with a negative pressure pump 45 through a negative pressure pipe 41, a check valve 42, and an accumulator 43.

Further, the second communication path 36 is connected to the electromagnetic switching valve lI.
It is designed to be selectively connected to the negative pressure pipe 41 or the atmospheric air introduction part 47 via G.

The operating state of this electromagnetic switching valve 46 is controlled by a control unit 21, which will be described later.

On the other hand, the reference numeral 5o indicates a brake device operated when the vehicle decelerates, and this brake device 5o includes a brake pedal 5.
The oil pressure sensor 53 includes an oil actuator 52 that operates in conjunction with I, and an oil pressure sensor 53 that detects the oil pressure when the oil actuator 52 operates and supplies the detected value to the control unit 21. The control unit 2I determines the deceleration state based on the output of this oil pressure sensor 53.
fr.

The oil pressure sensor 53 is configured, for example, as shown in FIG. 3 (II4
has been completed.

In FIG. 3, reference numeral 60 denotes a housing in which an actuating rod 61 is loosely fitted into an end on the side of the oil actuator 52 so as to be freely movable in the axial direction. A first contact member 64 is provided with a hydraulic acting portion 62 and a flange portion 63 for spring engagement formed on the other inner end side. Then, the housing 60
The other end of the oil pipe 65 of the oil actuator 52 is connected to the outer end of the oil actuator side of the oil actuator 52 in a single-paired state, and the oil pressure corresponding to the operating state of the upper three oil actuators 52 is applied to the operating rod 61. Said 4] 1 acts on the end face portion of the pressure acting portion 62 as a pressing force in the direction of the arrow. On the other hand, a coil spring 67 is compressed inside the housing 60 and is located between the other end side closing surface 66 and the flange portion 63.
1 and the first contact member 64 are always biased by a predetermined biasing force in the direction opposite to the above arrow. This urging force ultimately determines the operating oil pressure level of the oil pressure sensor 53.

On the other hand, a second contact member 69 is provided on the end surface of the oil actuator 52 facing the first contact member 64 inside the housing 60 .

During normal times, that is, when braking is not applied, the first contact member 64 and the second contact member 69 are in contact with each other, and a conductive signal (O
N signal) is output, while the brake pedal 5
When the oil actuator 52 is actuated by the operation of step 1 and a hydraulic pressure of a predetermined value or more, that is, the urging force of the coil spring 67 is applied to the hydraulic pressure acting portion 62 of the operating rod 61, the first and second contact members G4. G9 are separated from each other, and the outputs 1 and 7o are non-conductive, that is, an OFF' signal is output. This OFF" signal functions as a deceleration state detection signal. In this case, the feature of the oil pressure sensor 53 having the above configuration is that, for example, as shown in FIG. As long as oil pressure of a certain value or more is input from 52, the OPF state is continued, and there is no occurrence of jitter due to repetition of ON and OFF signals, and there is no need for a timer to prevent hunting.

The control unit 21 is, for example, centered on a microprocessor (CPU), and has memories (ROM and n
A M ) and an interface circuit.

Next, the control operation of the negative pressure actuators 30A, 30B and the rotary valve I3 by the control unit 2I will be explained in detail with reference to the flowchart of FIG.

First, start switch (ignition switch) SW
After the start of the control operation without turning ON, it is determined in step S1 whether the engine rotation speed is 0 (engine stop state B), and if YES, the process proceeds to step S2 and the above-mentioned negative pressure actuator is activated. 30A and 30I3 are inactive,
After each of the low-return valves 13 is held in the closed state, a timer (t1 seconds) corresponding to the cranking time is set in step S3, and the state is indicated as FLAG I, and the process proceeds to step S. In addition, the above step S1
So N.

In this case, proceed directly to step S. The non-operating state of the negative pressure actuators 30A and 30B is controlled by a control signal from the control unit 21 to control the electromagnetic switching valve 46.
Switch the negative pressure actuator 3 to the negative pressure pump 45 side.
This is done by communicating the lower chamber sides of 0A and 30I3 with the negative pressure pump 45. Therefore, in this state, the position regulating brake +-39A of the negative pressure actuators 30A, 30B.

39B is positioned at the lowest end by the biasing force of the coil springs 40A and 40B, and the elastic membrane 11A.

11R becomes free, while the closed state of the rotary valve 13 prevents the movement of fluid between the mount members 7A and 7B, making the mount characteristics hard (FIG. 6 cranking region).

Next, in step S, it is determined whether or not the current operating state is FLAGI! If the result of the analysis is YES, that is, the cranking is still possible, further step S is performed.
Proceed to step 5 to confirm the transition of the starter switch SW from ON to OFF, that is, to confirm that the engine has started.Furthermore, in step SG, it is determined that the above-mentioned cranking time t has elapsed, that is, the completion of engine starting is determined, and then proceed to the next step. Proceed to S7 and reset the timer set FLΔG to O]. The judgments in steps S, S, and S are repeated until the judgment result becomes YES.

When the operation of step S7 is completed, the process further proceeds to step S8, in which the detection signal of the oil pressure sensor 53 as the deceleration state detection means described above is manually input to detect the deceleration state (OF).
F signal? ), and if the judgment result is YES, proceed directly to step S, and similarly to step S above, set the negative pressure actuators 30A and 30B to the non-operating state, and close the low-pressure valve 13. Make the mount characteristics of the mount members 7A and 7B hard (6th
Figure deceleration area). In this state, the oil pressure sensor 53 is OFF.
This continues as long as the F signal is output. This increases the rigidity of the mount members 7A and 7B, effectively preventing displacement in the low frequency range.

On the other hand, if No in step S, step S
Proceed to to.

Then, in step SIO, it is determined whether the intake pipe negative pressure B of the engine is greater than the first reference value B, which partitions the operating range of the engine shown in FIG. 6, and smaller than the second reference value B, If the answer is YES (meaning an idling state in this case), the process proceeds to step S, and if the answer is NO (meaning a steady running state in this case), the process proceeds to step S1°.

In step S11, the negative pressure actuator 3 is first controlled by switching the electromagnetic switching valve 46 to the atmosphere side.
Atmospheric pressure is introduced into the royal side of 0A and 30B to operate the negative pressure actuators 30A and 30B, and the position regulating plates 39A and 3913 are raised to raise the above-mentioned mount member 7A.
, 7B while restraining the displacement of the elastic membranes 11A and 11B,
After opening the rotary valve 13, both the mounting members 7A,
The mount characteristics are softly shifted by allowing fluid movement between the mount chambers of 7B (idling area in Figure 6). This effectively absorbs and damps vibrations during idling.

On the other hand, in step S12, the position regulating plate 1-
39A and 39B descend to the elastic membrane 11A.

11B is freely controlled, while rotary valve 13
will be released. As a result, the mounting members 7 A, 7
[3] No fluid movement occurs between both mounting chambers, and the vibration at this time is absorbed by the deformation of the elastic membranes 11A and IIB, and the mount characteristics are controlled to a normal state between soft and hard (6th Fig. Steady running region). As a result, secondary vibration components caused by engine speed that occur during steady operation are effectively absorbed and attenuated.

The relationship between the vibration component and, for example, the spring constant corresponding to each of the above engine operation control regions is shown in the characteristics shown in Fig. 6. In the end, the control of the mount characteristics in the actual example above is based on each of the above regions. This means that the optimum spring constant (or damping constant) is selected and set accordingly.

Note that the operation in step S8 of the flowchart in FIG. As an example, the oil pressure rising speed may be determined and control may be performed in accordance with the deceleration. Furthermore, it is also possible to detect the deceleration using a G sensor.

(Effects of the Invention) As explained above, the present invention provides a power unit in which a power unit configured mainly around an engine is mounted on a vehicle body through a mounting means having variable mounting characteristics specified by a spring constant or a damping constant. The mounting device includes a deceleration state detection means for detecting a deceleration state of the engine, and controls a mounting characteristic of the mounting means to a hard side when the deceleration state detection means detects a deceleration of the engine equal to or higher than a predetermined value. The present invention is characterized in that it is provided with a mount characteristic control means.

Therefore, according to the present invention, when transient and large torque fluctuations occur during deceleration, the mount characteristics themselves specified by the spring constant or damping constant become hard (highly rigid).
Since the torque is controlled to the side, displacement and vibration of the power unit at the time of the torque fluctuation can be particularly effectively prevented.

Further, since the detection of the deceleration is performed by detecting the deceleration state itself, it is possible to control the mount characteristics according to the deceleration state.

[Brief explanation of drawings]

Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is a block diagram showing the overall system configuration of a power unit mounting device according to an embodiment of the present invention, and Fig. 3 is a cross section of the oil pressure sensor section of the same embodiment device. 4 is a flowchart showing the control operation of the control unit of the device of the embodiment, FIG. 5 is a diagram of the operating characteristics of the oil pressure sensor of the device of the embodiment, and FIG. 6 is the mount characteristic of the device of the embodiment. It is a diagram. 1...Vehicle body 2...Power unit 4...Engine body 5...Transmission 7A, 7B...Mount member 13...Lower valve 21...Control unit 30A, 30B... Negative pressure actuator 46...
・Solenoid switching valve 50...Plagy device 53...Pure pressure sensor

Claims (1)

[Claims] 1. A deceleration state that detects the deceleration state of the engine in a mounting device for a power unit in which a power unit configured mainly around the engine is mounted on a vehicle body via a mounting means with variable mount characteristics specified by a spring constant or a damping constant. detection means;
A mounting device for a power unit, further comprising a mount characteristic control means for controlling a mount characteristic of the mount means to a hard side when a deceleration of the engine equal to or higher than a predetermined value is detected by the deceleration state detection means. .