JPH11325165A - Control engine mount - Google Patents

Abstract

(57) [Summary] [Problem] To suppress the influence of an engine on roll behavior of a vehicle body. A control engine mount (3a, 3b) is used to support each end of the engine (2) in the vehicle left-right direction, and engine vertical acceleration sensors (6a, 6b) are provided near the control engine mounts in the engine (2). The vehicle body vertical acceleration sensors 7a and 7b are mounted at respective positions near the engine 2 at the left and right ends. Each acceleration value is integrated to calculate an absolute speed XB 'in the vehicle vertical direction and an absolute speed XE' in the engine vertical direction, and calculate XB '(XE'-X
When the value of B ') is equal to or greater than 0, control for generating an exciting force or a minimum damping force is performed. When the value of XB'(XE'-XB') is negative, control for generating a damping force is performed. Do. Since the control engine mount is disposed at a position suitable for generating a damping force so as to suppress the roll behavior of the vehicle body, the influence of the engine on the roll behavior of the vehicle body can be minimized.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine vibration reduction mount arrangement suitable for reducing the influence of a control engine mount of an automobile on vehicle body vibration, and to a control method therefor.

[0002]

2. Description of the Related Art Conventionally, in a control engine mount for connecting an engine to a vehicle body, various structures have been proposed to reduce the influence of the engine on vehicle body vibration. For example, "Automotive Technology Society Academic Lecture Preprint 95
2 1995-5 '' uses an inner / outer cylinder type with a liquid seal in the engine mount, and uses a motor actuator to drive and control a rotary valve with an orifice that selectively regulates the flow of liquid. Using the electronically controlled engine mount, a determination is made as to whether the engine is idling or running based on the detected values of the engine speed and the vehicle speed, and the dynamic spring stiffness and loss factor (damping performance) as characteristics of the electronically controlled engine mount are switched. Like that.

Further, in order to support the engine by the vehicle body while damping the vibration, a fluid chamber is defined by a support elastic body interposed between the engine and the vehicle body, and a part of the partition in the fluid chamber is formed by a movable member. The movable member is displaced by an actuator to positively change the volume of the fluid chamber, and a fluid-filled anti-vibration support device that generates an active support force is provided. In some cases, a good anti-vibration function is provided so that it can be recognized.

[0004]

However, in the above system for switching the characteristics of the electronically controlled engine mount, the electronically controlled engine mount supporting the power plant including the engine and the transmission is located near the center line of the vehicle body in the longitudinal direction of the vehicle. Because it is located
There is a problem that it does not function effectively with respect to the roll behavior of the vehicle body and the pitching of the engine (corresponding to the roll of the vehicle body in a horizontal engine) caused by a single wheel input or an input having a phase difference between the left and right wheels.

[0005]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems and to suppress the influence of the engine on the roll behavior of the vehicle body, the present invention relates to an engine for a vehicle. Both ends corresponding to the directions are supported via respective damping force variable devices whose damping force can be changed by a control signal, and the variable damping force device is controlled so as to suppress the roll behavior of the vehicle body.
In particular, an engine vertical direction absolute speed detecting means for respectively detecting the vertical absolute speed of each position corresponding to the left and right of the engine with respect to the vehicle body, and the vertical absolute position of each position corresponding to the left and right of the vehicle body It is preferable that a vehicle vertical direction absolute speed detecting means for detecting respective speeds is provided, and the left and right damping force variable devices are individually controlled based on detection values by the respective detecting means.

Thus, by arranging the damping force variable devices at positions corresponding to the left and right of the vehicle body reference in the engine, the damping force is reduced to a position suitable for generating a damping force so as to suppress the roll behavior of the vehicle body. Since the force variable device is located, the effect of the engine on the roll behavior of the vehicle body can be minimized. Also, by providing the engine vertical absolute speed detecting means and the vehicle vertical absolute speed detecting means at respective positions corresponding to the left and right of the engine with respect to the vehicle body, the damping force variable device can be appropriately controlled. it can.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to specific examples shown in the accompanying drawings.

FIG. 1 is a schematic layout diagram of an engine room in a vehicle equipped with a horizontal engine to which the present invention is applied. The vertical direction in the figure corresponds to the front-back direction of the vehicle, and the horizontal direction in the figure corresponds to the left-right direction of the vehicle. Corresponds to the direction.
In the present embodiment, as described above, the vehicle is a vehicle equipped with a laterally mounted engine, and an engine 2 having a crank shaft directed in the vehicle left-right direction is disposed in an engine room 1. In the case of the engine 2 in the present embodiment, it is assumed that a transmission, an auxiliary machine, and the like are integrated as a power plant.

There are a total of four mounting positions of the engine 2 with respect to the vehicle, that is, at each end in the vehicle front-rear direction and at each end in the vehicle left-right direction, and in the vehicle left-right direction (crankshaft axis direction) of the engine 2. Control engine mounts 3a and 3b as damping force variable devices are provided at portions supporting each end.
Is used. An auxiliary mount 4 made of rubber is used for a portion that supports each end of the engine 2 in the vehicle front-rear direction (direction orthogonal to the crankshaft).

[0010] The control engine mounts 3a and 3b control the flow of liquid at the time of vibration in a liquid-enclosed mount by a difference in orifice diameter as shown in the conventional example.
An electronically controlled engine mount that electronically controls the change in the orifice diameter may be used. Engine 2
The engine vertical acceleration sensors 6a and 6b are mounted at positions near the control engine mounts 3a and 3b, respectively, and the vehicle vertical acceleration sensors 7a and 7b are positioned at positions near the engine 2 at the left and right ends of the vehicle body 5. Installed. These acceleration sensors 6a and 6b
Each detection signal from 7a and 7b is input to the control unit 8, and the control unit 8 controls the control engine mount 3a.
3b, the control value is calculated and output using each of the detection signals as a control parameter.

Next, the functions of the control engine mounts 3a and 3b in the present embodiment will be described below with reference to FIG. In FIG. 2, the X axis is controlled by the engine mounts 3a and 3b.
(The relative speed between the engine and the vehicle body in the vertical direction), and the Y-axis is the absolute speed in the vertical (vertical) direction of the vehicle body 5. When the displacement speed is in the extension direction and the vehicle body absolute speed is upward, control is performed to set the excitation force (force in the extension direction) or the minimum possible damping force (force in the contraction direction). Conversely, when the displacement speed is in the contraction direction and the vehicle body absolute speed is downward, control is performed to set the excitation force (force in the contraction direction) or the minimum possible damping force (force in the extension direction). To When the displacement speed is the extension direction and the vehicle body absolute speed is downward, control is performed to set the damping force (force in the contraction direction), and conversely, the displacement speed is the contraction direction and the vehicle body absolute speed is controlled. When is upward, control is performed to set the damping force (force in the extension direction).

The control procedure of the thus constructed apparatus will be described below with reference to the flowchart of FIG. In the first step ST1 of FIG. 3, the vehicle vertical acceleration is detected by the vehicle vertical acceleration sensors 7a and 7b, and the engine vertical acceleration is detected by the engine vertical acceleration sensors 6a and 6b. In the next second step ST2, each acceleration value detected in the first step ST1 is integrated, and the absolute speed XB 'of the vehicle body 5 in the vertical direction and the absolute speed XE' of the engine 2 in the vertical direction are calculated. calculate.

In the third step ST3, the control method of the control engine mounts 3a and 3b is determined by the equation "XB '(XE') using the absolute speeds XB 'and XE' obtained in the second step ST2.
-XB ') ". That is, XB '(X
If the value of E'-XB ') is equal to or greater than 0, the process proceeds to the fourth step ST4, in which the exciting force or the minimum damping force in the first or third quadrant shown in FIG. 2 is generated. When the value of XB '(XE'-XB') is negative, the process proceeds to the fifth step ST5. In the fifth step ST5, the damping force in the second or fourth quadrant shown in FIG. The control to generate is performed. Then, returning to the first step ST1, the above control cycle is repeated, but this control is performed independently for each of the control engine mounts 3a and 3b.

As described above, based on the respective detection values detected in the first step ST1, the left and right wheels (not shown) are controlled by the Karnopp skyhook control or the control similar thereto as shown in the third step ST3. ), The control engine mounts 3a and 3b disposed at the left and right positions of the vehicle body 5 are independently controlled in response to the input of external force through the vehicle body. You will be able to perform functions. The positions of the control engine mounts 3a and 3b are preferably near the inertia main axis of the engine 2.

Further, in the illustrated example, a vehicle equipped with a horizontal engine is shown, but the present invention is not limited to a horizontal installation, and is applicable to a vehicle equipped with a vertical engine.
In the case of the vertical installation, the control engine mount is arranged so as to support the left and right portions of the engine (portions corresponding to the left and right sides of the vehicle body) with the vicinity of the center of gravity of the engine interposed therebetween. The control procedure may be the same as in the case of a vehicle equipped with a horizontal engine.

(Also, by disposing the control engine mount at a position where the engine torque roll can be regulated without departing from the spirit of the present invention, and by providing means for detecting and predicting the driving / braking force of the vehicle, Since the torque roll behavior can be controlled, it is also possible to reduce the shock at the time of acceleration / deceleration and improve the feeling of acceleration.)

[0017]

As described above, according to the present invention, the damping force is generated so as to suppress the roll behavior of the vehicle body by arranging the damping force variable devices at positions corresponding to the left and right of the vehicle body reference in the engine. Since the damping force variable device is located at a position suitable for the vehicle, the influence of the engine on the roll behavior of the vehicle body can be minimized.

[Brief description of the drawings]

FIG. 1 is a schematic layout diagram of an engine room in a vehicle equipped with a horizontal engine to which the present invention is applied.

FIG. 2 is a diagram showing a control function of a control engine mount according to the present invention.

FIG. 3 is a flowchart showing a control procedure based on the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine room 2 Engine 3a / 3b Control engine mount 4 Auxiliary mount 5 Body 6a / 6b Engine vertical acceleration sensor 7a / 7b Vehicle vertical acceleration sensor 8 Control unit

 ──────────────────────────────────────────────────の Continuation of front page (72) Inventor Tsukasa Fukusato 1-4-1 Chuo, Wako-shi, Saitama

Claims (2)

[Claims] 1. An engine in a vehicle, wherein both ends of the engine corresponding to the lateral direction of the vehicle body are supported via damping force variable devices whose damping force can be changed by a control signal. A control engine mount characterized by controlling so as to suppress noise. 2. An engine vertical absolute speed detecting means for detecting respective vertical absolute speeds of respective positions of the engine corresponding to the left and right with respect to the vehicle body, and an engine vertical absolute speed detecting means of each of the positions corresponding to the left and right positions of the vehicle body. A vehicle vertical direction absolute speed detecting means for respectively detecting a vertical absolute speed is provided, and the left and right damping force variable devices are individually controlled based on a value detected by each detecting means. Item 2. The control engine mount according to item 1.