KR101846784B1 - Active damping device for vehicle - Google Patents

Abstract

The present invention relates to an active damping device for a vehicle, in which a support bracket connecting an engine and an engine mount are improved to be able to simultaneously perform roles of a mass damper and an active damper. By improving a structure of the support bracket connecting the engine and the engine mount to perform the roles of the mass damper by a mass and the active damper by an actuator, dynamic stiffness is maximized, and vibration which is transmitted from the engine to the engine mount is minimized. At the same time, vibration transmitted from the engine to the engine mount is transmitted in a certain direction. Therefore, a vibration insulation rate of the engine mount can be improved.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an active damping device for an automobile,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an active damping apparatus for an automotive vehicle, and more particularly, to an active damping apparatus for an automobile in which a support bracket connecting an engine and an engine mount is improved to be capable of simultaneously performing a mass damper and an active damper.

An engine mount or the like is used as means for isolating high-frequency vibration or the like and minimizing the movement of the engine while blocking transmission of vibration caused by driving of the engine and the transmission to the vehicle body and the room, have.

Various methods for reducing the vibration input from the engine have been attempted. Among them, an important object is a member (hereinafter referred to as a support bracket) connecting the engine mount (rubber) and the engine (exciter) In the stiffness of.

If the dynamic rigidity of the support bracket that transmits the engine vibration to the engine mount is low, the vibration amplification in a specific frequency or frequency range is transmitted in the same manner, and the vibration transmission rate of the support bracket is reduced.

Therefore, design attempts have been made to increase the dynamic rigidity of the support bracket while shortening the distance between the engine (vibrating body) and the mount (rubber) to be shortened to the support bracket.

On the other hand, when the above design is difficult, a separate mass (mass) is integrally applied to the support bracket (about 1 kg or more) to reduce the sensitivity itself. As shown in FIGS. 1A and 1B, The support bracket 500 includes a first end portion 510 connected to the engine mount 700 as a steel material and a second end portion 520 connected to the engine 600. The first end portion 510 and the second end portion 520, And a mass 530 is integrally formed between the two end portions 520.

However, since the weight of the support bracket including the mass is heavy, it is difficult for the line assembly to assemble directly, and the weight of the vehicle is increased, and the fuel consumption is adversely affected.

On the other hand, as a method for isolating engine vibration, there is a case where an active engine mount is applied. In this active engine mount, when the engine vibration is inputted to the active engine mount by the support bracket, And functions to isolate and insulate.

However, in order for the active engine mount to function properly, the rigidity of the support bracket must be good. When the stiffness is bad, the amplified vibration must be reduced to increase the actuator size. More importantly, And there is a disadvantage that it is necessary to measure the vibration using the accelerometer and to make the reverse phase vibration. Also, there is a problem such as an increase in the size of the actuator and an increase in the number of parts and an increase in cost due to the use of the separate accelerometer.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a structure of a support bracket connecting an engine and an engine mount to a structure capable of simultaneously performing a mass damper function as a mass and an active damper function as an actuator, An active damping device for an automobile which maximizes dynamic rigidity and minimizes transmission of vibration transmitted from the engine to the engine mount while enhancing the vibration insulation rate of the engine mount by transmitting the vibration inputted from the engine to the engine mount in a predetermined direction The purpose is to provide.

According to an aspect of the present invention, there is provided an electronic device comprising: a lower case having a first rubber stopper joined to a bottom surface thereof; An upper case having a bottom surface to which a second rubber stopper is joined; A coil wound around a circumferential surface of the lower case; A first mass inserted into the lower case and brought into close contact with the first rubber stopper; A second mass inserted into the upper case and brought into close contact with the second rubber stopper; And a permanent magnet disposed between and bonded to the first mass and the second mass; Wherein the active damper is configured to be press-fitted into one end of a support bracket mounted on an engine mount,

Preferably, the first rubber stopper and the second rubber stopper are arranged in two or more rows, and lock grooves are formed between the respective rows, and locks are inserted into the lock grooves on one surface of the first mass and the second mass, And protrusions are formed.

In addition, the lower case is formed in a circular ring shape having a U-shaped cross section with an upper part opened using an aluminum material, and the upper case is made of a rectangular section structure having a bottom open using an aluminum material, And the first and second masses are mutually bonded to form an internal space in which the first mass and the second mass are embedded.

The first mass and the second mass are made of a steel material. At the outer end of the second mass, they are disposed between the outer diameter portion of the lower case and the inner diameter portion of the upper case, Are integrally formed.

In particular, the permanent magnets and the first and second masses bonded to the upper and lower portions of the permanent magnets are constantly vibrated in the vertical direction by the electromagnetic field induced in the coils, and only the vibration in the vertical direction acts as the engine mount .

Further, a coil winding groove for winding a coil is formed on an outer circumferential surface of the lower case.

Preferably, a press-fit groove for press-fitting an active damper is formed at a circumferential position of the engine mount mounting hole formed at one end of the support bracket.

Through the above-mentioned means for solving the problems, the present invention provides the following effects.

First, the support bracket can be improved to a structure capable of simultaneously performing the role of the mass damper by the mass and the active damper by the actuator, and the effect of maximizing the dynamic rigidity can be provided.

Second, the vibration transmitted from the engine to the engine mount is attenuated in the mass, and at the same time, the vibrations inputted to the engine mount in the actuator including the permanent magnet are transmitted only in the vertical direction, thereby minimizing the vibration transmission rate to the engine mount, The vibration insulation rate can be improved.

That is, since the vibration input from the engine can be reduced before the vibration is transmitted to the engine mount, it is possible to improve the vibration insulation rate of the engine mount by reducing the input load to the engine mount. In particular, Since the vibration (Pure vibration) is controlled in the vertical direction (one direction), the input vibration pattern to the engine mount is simple, so that the vibration attenuation function of the engine mount can be smoothly performed.

Third, besides the vibration transmitted from the engine, it is also possible to provide a vibration canceling effect according to the engine excitation frequency (for example, C2 vibration).

Fourthly, it is possible to reduce the weight of the steel support bracket including the mass in the related art, thereby reducing the weight of the vehicle body and improving the fuel economy.

Fifth, it is possible to reduce the number of components and reduce the cost by eliminating the need for an accelerometer and a controller for producing a reverse phase compared to the existing active mount (including an accelerometer and a controller producing a reverse phase).

FIGS. 1A and 1B are schematic views showing a support bracket having a conventional mass and a mounting state thereof;
FIG. 2 is a perspective view showing a manufacturing process of an active damping apparatus for a vehicle according to the present invention,
3 and 4 are schematic views showing a mounting state of a support bracket including an active damping apparatus for a vehicle according to the present invention,
5 is a cross-sectional view of an active damping apparatus for a vehicle according to the present invention,
6 is a schematic view showing the principle of forming an electromagnetic field by a coil and a permanent magnet of an active damping apparatus for a vehicle according to the present invention.
7 is a graph comparing dynamic rigidity between a support bracket including an active damping apparatus for a vehicle according to the present invention and a conventional support bracket,
8 is a graph comparing natural vibration between a support bracket including an active damping apparatus for a vehicle according to the present invention and a support bracket using a conventional dynamic damper,
9 is a graph showing the principle of attenuating the engine excitation frequency in the active damping apparatus for a vehicle according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

An aspect of the present invention is that an active damper is press-fitted into a support bracket connecting between an engine and an engine mount so that mass damping by a mass and damping by driving an actuator can be performed at the same time.

FIG. 2 is a view showing a manufacturing process of an active damper for a vehicle according to the present invention, which is press-fitted into a support bracket connecting an engine and an engine mount.

First, an upper case is opened using an aluminum material, and a lower case 110 having a U-shaped circular ring shape is provided.

A coil winding groove 113 for winding a coil for forming an electromagnetic field is formed on an outer circumferential surface of the lower case 110. The coil winding groove 113 is provided with power supply means And a coil 130 for generating an electromagnetic field is wound.

Next, a first rubber stopper 111 is bonded to the bottom surface of the lower case 110. In this bonding process, a vulcanization process of joining rubber to the metal surface using heat and pressure may be used.

The first rubber stoppers 111 are formed along the circumferential direction on the bottom surface of the lower case 110 while being arranged in two or more rows and between the first rubber stoppers 111 arranged in two or more rows, 310 which restrict the movement of the locking mechanism.

Further, an upper case 120 having a circular ring shape of a right angle and opened at the bottom using an aluminum material is provided.

Similarly, a second rubber stopper 121 is bonded to the bottom surface of the upper case 120. In this bonding process, a vulcanization process in which rubber is bonded to the metal surface using heat and pressure may be used.

The second rubber stoppers 121 are formed along the circumferential direction on the bottom surface of the upper case 120 while being arranged in two or more rows and between the second rubber stoppers 121 arranged in two or more rows, The lock groove 122 is formed in the lock groove 122 to limit the movement of the lock plate 122.

An actuator including a permanent magnet 400 and first and second masses 310 and 320 is installed between the lower case 110 and the upper case 120.

To this end, a circular ring-shaped permanent magnet 400 is provided, and a first mass 310 and a second mass 320 made of steel material are laminated and bonded to the upper and lower surfaces of the permanent magnet 400 by a bonding method, a bolting method, or the like.

The first mass 310 has a flat plate-like shape and is formed in a circular ring shape, and the second mass 320 is formed in a circular ring shape having a rectangular cross-section.

Preferably, the outer end of the second mass 320 is formed as a guide end 324 bent downward in order to assist the vertical vibration direction. The guide end 324 is formed in a lower portion And extends between the outer diameter portion of the case 110 and the inner diameter portion of the upper case 120 to serve as a guide for ensuring the up and down straightness when the second mass 320 is vertically vibrated by the electromagnetic field.

A lock groove 112 between the first rubber stopper 111 and a lock groove between the second rubber stopper 121 and the second rubber stopper 121 are formed on the bottom surface of the first mass 310 and the top surface of the second mass 320, 122 are integrally protruded from each other.

Thus, the lower case 110 and the upper case 120 are stacked and bonded together with the first mass 310 and the second mass 320 interposed therebetween, as well as the permanent magnets 400, The active damper 100 can perform the active damping function simultaneously.

5, when the first mass 310 is supported by the first rubber stopper 111 in the lower case 110, the first damper 100 is supported by the first rubber stopper 111, The second rubber stopper 121 is supported by the upper case 120 and the second mass 320 is in a state in which the first mass 310 and the second mass The permanent magnets 400 are inserted and arranged between the permanent magnets 400 and 320.

The guiding end 324 of the second mass 320 is interposed between the outer diameter portion of the lower case 110 (the portion where the coil is wound) and the inner diameter portion of the upper case 120.

Finally, the bottom surface of the lower case 110 is closed with a gap with the upper case 120, and at the same time, the support bracket 500 is further attached with a finish plate 200 serving as a contact surface at the time of press- The damper 100 is completed.

The active damper 100 having such a structure is press-fitted into the support bracket 500 connecting between the engine 600 and the engine mount 700.

To this end, a press-fit groove 504 for press-fitting the active damper 100 is formed at a circumferential position of the engine mount mounting hole 502 formed at one end of the support bracket 500.

3 and 4, the active damper 100 manufactured as described above is press-fitted into the press-fit groove 504 of the support bracket 500 connected between the engine 600 and the engine mount 700 The active damper 100 is provided with a damping function (primary vibration damping) by the first and second masses 310 and 320 and an actuating action of the permanent magnets 400 and the masses 310 and 320 (Secondary vibration damping) by the active damping function.

5, the locking protrusions 312 of the first mass 310 and the locking protrusions 322 of the second mass 320 are engaged with the locking grooves 112 between the first rubber stoppers 111 The first mass 310 and the second mass 320 are prevented from being separated from each other in the left and right direction and guided only in the vertical direction .

Further, the guide end 324 of the second mass 320 is vertically extended between the outer diameter portion of the lower case 110 and the inner diameter portion of the upper case 120, so that the second mass 320 is inserted into the electromagnetic field The vertical straightness is further ensured when the vertical vibration is oscillated.

Hereinafter, the damping operation of the active damper of the present invention will be described.

First, when the vibration from the engine 600 is transmitted to the support bracket 500, the first mass 310 and the second mass 320 in the active damper 100 serve as mass dampers to attenuate the engine vibration .

At the same time, when a current is applied from the power supply means (not shown) to the coil 130 in the active damper 100, the electric field generated by the coil 130 and the permanent magnet 400 An electromagnetic field is formed by the magnetic field generated by the magnetic field.

The first mass 310 and the second mass 320 bonded to the upper and lower surfaces of the permanent magnet 400 are vertically vibrated by the electromagnetic field so that the first mass 310 and the second mass 320, Are elastically supported by the first rubber stopper 111 and the second rubber stopper 121, respectively, to vibrate and further reduce vibration transmitted from the engine.

At this time, the first mass 310 and the second mass 320 are vibrated constantly only in the vertical direction by the electromagnetic field, and the attenuated vibration in the vertical direction is transmitted to the engine mount 700.

In other words, the permanent magnet and the first mass 310 and the second mass 320 bonded to the upper and lower portions thereof by the electromagnetic field induced in the coil 130 are sandwiched between the first rubber stopper 111 and the second rubber While being elastically supported by the stopper 121, vibrates uniformly in the vertical direction, and only the attenuated vibration in the vertical direction is transmitted to the engine mount 700.

The vibrations transmitted from the engine 600 are primarily attenuated by the mass damper of the first mass 310 and the second mass 320 and are transmitted to the upper and lower surfaces of the permanent magnet 400, When the bonded first and second masses 310 and 320 vibrate up and down, the first mass 310 and the second mass 320 contact the first and second rubber stoppers 111 and 121 The vibration input to the engine mount 700 can be input in a state where the vibration input to the engine mount 700 has already been reduced (attenuated), thereby improving the vibration insulation rate of the engine mount and improving the durability .

On the other hand, in the case of the active mount among the existing engine mount types, the input vibration transmitted from the engine passes through the mount core and the main rubber, and vibration can be controlled by a separate actuator. However, There is a drawback in that it is necessary to always use a separate accelerometer to measure the vibration and make a reverse phase.

On the other hand, the active damper according to the present invention is attached to the support bracket, and after the vibration is pre-attenuated, the vibrations of the support bracket can be extremely increased by transmitting the vibration in the vertical direction only to the engine mount, In addition, the number of parts for vibration isolation can be reduced, for example, components such as accelerometers and controllers used in existing active mounts can be excluded.

7 is a graph comparing dynamic rigidity between a support bracket including an active damping apparatus for a vehicle according to the present invention and a conventional support bracket.

The dynamic rigidity of a support bracket made of a conventional cast iron casting, a support bracket in which a separate mass is integrated, and an aluminum-made support bracket having an active damper of the present invention were measured. As shown in FIG. 7, It can be seen that the dynamic rigidity of the support bracket according to the present invention is improved compared to that of the conventional support bracket.

8 is a graph comparing natural vibration between a support bracket including an active damping apparatus for a vehicle according to the present invention and a support bracket using a conventional dynamic damper.

As shown in FIG. 8, in the case of the support bracket having the conventional dynamic damper, the maximum component of the support inherent resonance is removed from the dynamic damper. In the case of the support bracket having the active damper of the present invention, The attenuation operation can remove not only the maximum component of the inherent resonance of the support bracket but also a certain level or more of components, so that it is possible to provide the effect of having multiple dynamic dampers.

9 is a graph showing the principle of attenuating the engine excitation frequency in the active damping apparatus for a vehicle according to the present invention.

(C2 vibration frequency) from the engine ECU when a current is applied to the coil included in the active damper of the present invention because the engine ECU knows the engine excitation frequency (e.g., C2 vibration frequency) (C2 vibration frequency) can be obtained by applying the voltage at a level that can generate vibration capable of canceling the vibration of the engine.

As shown in FIG. 9, the active damper of the present invention serves as a multi-dynamic damper for eliminating the natural resonance of the support bracket, and also has an effect of reducing the resonance frequency of the active damper of the present invention By additionally generating the opposite phase vibration, the resonance of the support bracket and the vibration frequency of the engine excitation force can be canceled, so that the vibration input to the engine mount can be minimized.

100: active damper
110: Lower case
111: first rubber stopper
112: Locking groove
113: Coil winding groove
120: upper case
121: second rubber stopper
122: Locking groove
130: Coil
200: Finishing plate
310: First Mass
312: locking projection
320: 2nd mass
322: Locking projection
324: guide
400: permanent magnet
500: Support Bracket
502: Engine mount mounting hole
504: press-fit groove
510: first end
520: second end
530: Mass
600: engine
700: Engine mount

Claims (7)

A lower case having a bottom surface to which a first rubber stopper is joined;
An upper case having a bottom surface to which a second rubber stopper is joined;
A coil wound on an outer peripheral surface of the lower case;
A first mass inserted into the lower case and brought into close contact with the first rubber stopper;
A second mass inserted into the upper case and brought into close contact with the second rubber stopper;
A permanent magnet disposed between the first mass and the second mass;
Wherein the active damper is press-fitted into one end of a support bracket mounted on the engine mount.
The method according to claim 1,
The first rubber stopper and the second rubber stopper are arranged in two or more rows, and lock grooves are formed between the rows. On one surface of the first mass and the second mass, a locking protrusion Characterized in that the damping device is an automotive damping device.
The method according to claim 1,
The lower case is formed in a circular ring shape having a U-shaped cross section opened at an upper portion using an aluminum material, and the upper case is made of a rectangular cross-sectional structure opened at the bottom using an aluminum material, Wherein the first and second masses are mutually joined to form an internal space in which the mass and the second mass are embedded.
The method according to claim 1,
The first mass and the second mass are made of a steel material. At the outer end of the second mass, a guide end that is arranged to extend between the outer diameter portion of the lower case and the inner diameter portion of the upper case, Wherein the first and second damping members are formed on the first and second dampers.
The method according to claim 1,
Wherein the permanent magnets and the first and second masses bonded to the upper and lower portions of the permanent magnets are constantly vibrated in the vertical direction by an electromagnetic field induced in the coils so that only the vibration in the vertical direction acts as an engine mount Active damping device.
The method according to claim 1,
Wherein a coil winding groove for winding a coil is formed on an outer circumferential surface of the lower case.
The method according to claim 1,
Wherein an engaging groove for press-fitting an active damper is formed at a circumferential position of the engine mount mounting hole formed at one end of the support bracket.

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