JP2004034826A - Engine vibration prevention control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance the vibration isolating effect by an active vibration isolating supporting device by compensating deviation between a phase of an actual engine vibration and a phase to operate an actuator of the active vibration isolating supporting device. <P>SOLUTION: An active vibration isolating supporting device estimates the phase of the engine vibration for each cylinder from the crank pulse and the TDC signal of each cylinder, and controls the phase to operate an actuator of the active vibration isolating supporting device based on the phase of the estimated engine vibration. By correcting the phase of the estimated engine vibration based on the engine speed Ne and the outside temperature Ta, the actuator of the active vibration isolating supporting device is operated without generating any time lag to the phase of the engine vibration, and the vibration isolating effect of the active vibration isolating supporting device is sufficiently demonstrated. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an engine anti-vibration control device for improving the anti-vibration performance of an active anti-vibration support device.
[0002]
[Prior art]
Drives a movable plate that changes the volume of the liquid chamber by detecting the crank pulse of the engine to estimate the amplitude and phase of engine vibration, and controlling the operation of the actuator based on the estimated amplitude and phase of engine vibration. An active vibration damping support device for reducing engine vibration has already been proposed by the present applicant in Japanese Patent Application No. 2002-101592.
[0003]
[Problems to be solved by the invention]
By the way, the above-mentioned conventional one estimates the amplitude and the crank phase of the engine vibration based on the crank pulse of the engine, but the vibration generated by the explosion of the air-fuel mixture in the combustion chamber is located at the position of the active vibration isolating support device. Since there is a time delay before the actuator reaches the position, and there is a time delay from when the drive signal is input to the active vibration isolating support device to when the actuator is actuated, the crank phase of the estimated engine vibration and the active vibration isolating There is a possibility that a deviation occurs from the operation phase of the support device, and as a result, the vibration-proof effect of the active vibration-proof support device cannot be sufficiently exhibited.
[0004]
The present invention has been made in view of the above circumstances, and compensates for the difference between the phase of engine vibration and the phase at which the actuator of the active vibration isolation support device operates to further enhance the vibration isolation effect of the active vibration isolation support device. The purpose is to increase.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, the phase of the engine vibration is estimated from at least the crank pulse, and the actuator of the active vibration isolation support device is based on the estimated phase of the vibration. An engine vibration prevention control device for controlling a phase of operating the engine includes an engine speed sensor for detecting an engine speed, and a correction unit for correcting the estimated phase of the vibration based on the detected engine speed. An engine vibration prevention control device characterized by the above feature is proposed.
[0006]
According to the above configuration, when controlling the phase of operating the actuator of the active vibration isolation support device based on the phase of the engine vibration estimated from the crank pulse, based on the engine speed detected by the engine speed sensor Since the phase of the estimated vibration is corrected, the actuator of the active vibration isolator is operated without causing a time delay with respect to the actual phase of the vibration of the engine, and the vibration isolating effect of the active vibration isolator is achieved. Can be fully exhibited.
[0007]
According to the second aspect of the present invention, in addition to the configuration of the first aspect, the apparatus further includes an outside air temperature sensor for detecting an outside air temperature, and the correction unit controls the estimated vibration based on the engine speed and the outside air temperature. An engine vibration prevention control device characterized in that the phase is corrected is proposed.
[0008]
According to the above configuration, the phase of the engine vibration estimated from the crank pulse is corrected based not only on the engine speed but also on the outside air temperature. Therefore, the actuator of the active vibration isolation support device can be operated at a more appropriate timing to further enhance the vibration isolation effect.
[0009]
Incidentally, the electronic control unit U of the embodiment corresponds to the correcting means of the present invention.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
[0011]
1 to 6 show an embodiment of the present invention. FIG. 1 is a longitudinal sectional view of an active vibration isolating support device, FIG. 2 is a sectional view taken along line 2-2 of FIG. 1, and FIG. 3 is a sectional view taken along the line 3-3, FIG. 4 is an enlarged view of a main part of FIG. 1, FIG. 5 is a flowchart showing a control method of the active vibration isolating support device, and FIG. is there.
[0012]
The active vibration damping support device M shown in FIGS. 1 to 4 has a function of elastically supporting the engine E of the vehicle on the vehicle body frame F and making it difficult for the vibration of the engine E to be transmitted to the vehicle body frame F. A signal from a crank pulse sensor Sa for detecting a crank pulse output every time the crankshaft of the engine E rotates a predetermined angle (for example, 10 °), and a TDC sensor Sb for detecting the timing of the top dead center of each cylinder. , A signal from the engine speed sensor Sc for detecting the engine speed Ne, and a signal from the outside air temperature sensor Sd for detecting the outside air temperature Ta (in this embodiment, the intake air temperature or the cooling water temperature). The electronic control unit U controls the active vibration isolator M.
[0013]
The active vibration isolation support device M has a structure substantially symmetrical with respect to the axis L, and has an inner cylinder 12 welded to a plate-shaped mounting bracket 11 connected to the engine E, and an outer periphery of the inner cylinder 12. An outer cylinder 13 is provided coaxially. An upper end and a lower end of a first elastic body 14 formed of thick rubber are joined to the inner cylinder 12 and the outer cylinder 13 by vulcanization bonding. A disk-shaped first orifice forming member 15 having an opening 15b in the center, a second orifice forming member 16 formed in an annular shape with a gutter-shaped cross section having an open upper surface, and a gutter-like shape having an open upper surface And a third orifice forming member 17 formed in an annular shape having a cross section of 3 and are integrated by welding, and the outer peripheral portions of the first orifice forming member 15 and the second orifice forming member 16 are overlapped to form the outer cylinder. 13 is fixed to a caulking fixing portion 13a provided below.
[0014]
The outer periphery of the second elastic body 18 formed of a film-like rubber is fixed to the inner periphery of the third orifice forming member 17 by vulcanization adhesion, and is fixed to the inner periphery of the second elastic body 18 by vulcanization adhesion. The cap member 19 is fixed by press-fitting to a movable member 20 arranged on the axis L so as to be vertically movable. The outer periphery of the diaphragm 22 is fixed to a ring member 21 fixed to the caulking fixing portion 13a of the outer cylinder 13 by vulcanization bonding, and the cap member 23 fixed to the inner periphery of the diaphragm 22 by vulcanization bonding is movable. It is fixed to the member 20 by press fitting.
[0015]
Thus, a first liquid chamber 24 in which liquid is sealed is defined between the first elastic body 14 and the second elastic body 18, and a second liquid chamber 25 in which liquid is sealed between the second elastic body 18 and the diaphragm 22. Is partitioned. Then, the first liquid chamber 24 and the second liquid chamber 25 communicate with each other by an upper orifice 26 and a lower orifice 27 formed by the first to third orifice forming members 15, 16, 17.
[0016]
The upper orifice 26 is an annular passage formed between the first orifice forming member 15 and the second orifice forming member 16, and communicates with the first orifice forming member 15 on one side of a partition wall 26a provided in a part thereof. A hole 15a is formed, and a communication hole 16a is formed in the second orifice forming member 16 on the other side of the partition wall 26a. Accordingly, the upper orifice 26 is formed over a range of substantially one circumference from the communication hole 15a of the first orifice forming member 15 to the communication hole 16a of the second orifice forming member 16 (see FIG. 2).
[0017]
The lower orifice 27 is an annular passage formed between the second orifice forming member 16 and the third orifice forming member 17, and the lower orifice 27 is connected to the second orifice forming member 16 on one side of a partition wall 27a provided in a part thereof. A communication hole 16a is formed, and a communication hole 17a is formed in the third orifice forming member 17 on the other side of the partition wall 27a. Therefore, the lower orifice 27 is formed over a range of substantially one circumference from the communication hole 16a of the second orifice forming member 16 to the communication hole 17a of the third orifice forming member 17 (see FIG. 3).
[0018]
As described above, the first liquid chamber 24 and the second liquid chamber 25 communicate with each other through the upper orifice 26 and the lower orifice 27 connected in series.
[0019]
An annular mounting bracket 28 for fixing the active vibration isolation support device M to the vehicle body frame F is fixed to the caulking fixing portion 13a of the outer cylinder 13, and the movable member 20 is mounted on the lower surface of the mounting bracket 28. The actuator housing 30 which forms the outer shell of the actuator 29 for driving is welded.
[0020]
A yoke 32 is fixed to the actuator housing 30, and a coil 34 wound around a bobbin 33 is housed in a space surrounded by the actuator housing 30 and the yoke 32. A bottomed cylindrical bearing 36 is fitted to the cylindrical portion 32a of the yoke 32 fitted to the inner periphery of the annular coil 34. A disk-shaped armature 38 facing the upper surface of the coil 34 is slidably supported on the inner peripheral surface of the actuator housing 30, and a step 38 a formed on the inner periphery of the armature 38 is engaged with an upper portion of the bearing 36. Combine. The armature 38 is urged upward by a disc spring 42 disposed between the armature 38 and the upper surface of the bobbin 33, and is positioned by engaging with a locking portion 30 a provided on the actuator housing 30.
[0021]
A cylindrical slider 43 is slidably fitted on the inner periphery of the bearing 36, and a shaft portion 20 a extending downward from the movable member 20 loosely penetrates the upper bottom portion of the bearing 36 and is fixed inside the slider 43. Is connected to the boss 44. A coil spring 41 is disposed between the upper bottom of the bearing 36 and the slider 43, and the bearing 36 is urged upward by the coil spring 41, and the slider 43 is urged downward.
[0022]
When the coil 34 of the actuator 29 is in the demagnetized state, the resilient force of the coil spring 41 acts on the slider 43 slidably supported by the bearing 36 and is disposed between the slider 43 and the bottom surface of the yoke 32. The spring force of the coil spring 45 acts upward, and the slider 43 stops at a position where the spring forces of both the coil springs 41 and 45 are balanced. When the coil 34 is excited and the armature 38 is attracted downward from this state, the coil spring 41 is compressed by being pushed by the step portion 38a and sliding the bearing 36 downward. As a result, the elastic force of the coil spring 41 increases and the slider 43 descends while compressing the coil spring 45, so that the movable member 20 connected to the slider 43 via the boss 44 and the shaft portion 20a descends, The second elastic body 18 connected to the movable member 20 deforms downward, and the volume of the first liquid chamber 24 increases. Conversely, when the coil 34 is demagnetized, the movable member 20 rises, the second elastic body 18 is deformed upward, and the volume of the first liquid chamber 24 decreases.
[0023]
When low-frequency engine shake vibration occurs while the automobile is running, when the first elastic body 14 is deformed by the load input from the engine E and the volume of the first liquid chamber 24 changes, the upper orifice 26 The liquid flows between the first liquid chamber 24 and the second liquid chamber 25 connected via the lower orifice 27 and the first liquid chamber 24. As the volume of the first liquid chamber 24 increases or decreases, the volume of the second liquid chamber 25 decreases or expands accordingly. However, the change in the volume of the second liquid chamber 25 is absorbed by the elastic deformation of the diaphragm 22. At this time, since the shapes and dimensions of the upper orifice 26 and the lower orifice 27 and the spring constant of the first elastic body 14 are set so as to exhibit a low spring constant and a high damping force in the frequency region of the engine shake vibration, Vibration transmitted from the engine E to the vehicle body frame F can be effectively reduced.
[0024]
In the frequency range of the engine shake vibration, the actuator 29 is kept in an inactive state.
[0025]
When vibration having a frequency higher than the engine shake vibration, i.e., idle vibration or muffled sound vibration caused by rotation of the crankshaft of the engine E, an upper orifice 26 connecting the first liquid chamber 24 and the second liquid chamber 25 is formed. Since the liquid in the lower orifice 27 becomes a stick state and cannot exhibit the vibration-proof function, the actuator 29 is driven to exhibit the vibration-proof function.
[0026]
The electronic control unit U controls the energization of the coil 34 of the actuator 29 based on signals from the sensors Sa, Sb, Sc, and Sd so that the active vibration isolation support device M exhibits the vibration isolation function. The contents of this control will be specifically described based on the flowchart of FIG.
[0027]
First, in step S1, a crank pulse output at every 10 ° crank angle detected by the crank pulse sensor Sa, the timing of the top dead center of each cylinder detected by the TDC sensor Sb, and the engine detected by the engine speed sensor Sc The rotation speed Ne and the outside air temperature Ta detected by the outside air temperature sensor Sd are read. After calculating the time interval of the crank pulse in the subsequent step S2, the crank angle speed ω is calculated by dividing the crank angle of 10 ° by the time interval of the crank pulse in a step S3, and further, the crank angular speed ω is calculated in a step S4. Differentiation is performed to calculate crank angular acceleration dω / dt. In the following step S5, the torque Tq around the crankshaft of the engine E is defined as I, and the moment of inertia around the crankshaft of the engine E is defined as I.
Tq = I × dω / dt
It is calculated by: This torque Tq becomes 0 assuming that the crankshaft is rotating at a constant angular velocity ω. However, in the expansion stroke, the angular velocity ω increases due to the acceleration of the piston, and in the compression stroke, the angular velocity ω decreases due to the deceleration of the piston. Since the crank angular acceleration dω / dt is generated, a torque Tq proportional to the crank angular acceleration dω / dt is generated.
[0028]
In the following step S6, the maximum value and the minimum value of the temporally adjacent torque are determined, and in step S7, the engine vibration amount is calculated as the deviation between the maximum value and the minimum value of the torque, that is, the amount of fluctuation of the torque. This engine vibration amount has a high correlation with the vibration state at the position of the active vibration isolation support device M. In the following step S8, the TDC signal for each cylinder is made to correspond to the engine vibration amount, thereby calculating the engine vibration amount for each cylinder. Then, in step S9, the crank phase of the vibration for each cylinder is estimated from the TDC signal for each cylinder and the angular velocity ω of the crankshaft.
[0029]
As described above, the crank phase of the vibration of each cylinder estimated from the crank pulse and the TDC signal is different from the time delay until the vibration generated by the explosion of the air-fuel mixture reaches the position of the active vibration isolation support device M and the active vibration isolation. Due to the time delay between the input of the drive signal to the vibration support device M and the actuation of the actuator 29, a deviation occurs from the operation phase of the actuator 29 of the active vibration isolation support device M. There is a possibility that the anti-vibration effect of the anti-vibration support device M may not be sufficiently exhibited. The magnitude of this phase shift mainly changes with the engine speed Ne, and also changes with the outside air temperature Ta.
[0030]
Therefore, in this embodiment, the time delay is corrected in the following steps S10 and S11. That is, the engine speed Ne detected by the engine speed sensor Sc in step S10 is applied to the map of FIG. 6A to search for a correction phase value, and the outside air temperature detected by the outside air temperature sensor Sd in step S11. An intake air temperature or a cooling water temperature corresponding to Ta is applied to the maps of FIGS. 6B and 6C to search for a correction phase value. Then, in step S12, the control phase of the actuator 29 of the active vibration isolation support device M is determined by correcting the crank phase of the vibration for each cylinder by the correction phase value based on the engine speed Ne and the correction phase value based on the outside temperature Ta. In step S13, the actuator 29 of the active vibration isolation support device M is operated based on the corrected crank phase of the vibration for each cylinder.
[0031]
Thus, when the engine E is biased downward due to the vibration and the volume of the first liquid chamber 24 is reduced and the hydraulic pressure is increased, the coil 34 is excited to suck the armature 38. As a result, the armature 38 moves downward together with the slider 43 and the movable member 20 while compressing the coil springs 41 and 45, and deforms the second elastic body 18 having an inner periphery connected to the movable member 20 downward. Accordingly, the volume of the first liquid chamber 24 is increased to suppress the increase in the hydraulic pressure. Therefore, the active vibration isolation support device M is an active support for preventing the downward load transmission from the engine E to the body frame F. Generate power.
[0032]
Conversely, when the engine E is deflected upward due to vibration and the volume of the first liquid chamber 24 increases and the hydraulic pressure decreases, the coil 34 is demagnetized and the armature 38 is released from suction. As a result, the armature 38 moves upward together with the slider 43 and the movable member 20 by the resilient force of the coil springs 41 and 45, and deforms the second elastic body 18 whose inner periphery is connected to the movable member 20 upward. As a result, the volume of the first liquid chamber 24 is reduced to suppress a decrease in the hydraulic pressure. Therefore, the active vibration isolation support device M is an active support for preventing the upward load transmission from the engine E to the body frame F. Generate power.
[0033]
By controlling the timing of exciting and demagnetizing the coil 34 of the actuator 29 of the active vibration isolation support apparatus M based on the corrected crank phase of the vibration of each cylinder, the crank phase of the vibration of each cylinder can be adjusted. On the other hand, the active type anti-vibration support device M can be operated at an appropriate timing with no time delay, and the anti-vibration performance can be effectively exhibited.
[0034]
Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.
[0035]
For example, the structure of the active vibration isolation support device M is not limited to that of the embodiment, and various structures having the same function can be adopted.
[0036]
【The invention's effect】
As described above, according to the first aspect of the invention, when controlling the phase for operating the actuator of the active vibration isolation support device based on the phase of the engine vibration estimated from the crank pulse, the engine speed is controlled. Since the phase of the estimated vibration is corrected based on the engine speed detected by the sensor, the actuator of the active vibration isolation support device is operated without generating a time delay with respect to the actual phase of the vibration of the engine, It is possible to sufficiently exhibit the anti-vibration effect of the active type anti-vibration support device.
[0037]
According to the second aspect of the invention, the phase of the engine vibration estimated from the crank pulse is corrected based on not only the engine speed but also the outside temperature, so that the phase shift due to the change in outside temperature is compensated. As a result, the actuator of the active vibration isolation support device can be operated at a timing more appropriate for the phase of the vibration of the engine, and the vibration isolation effect can be further enhanced.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view of an active vibration isolation support device. FIG. 2 is a sectional view taken along line 2-2 in FIG. 1. FIG. 3 is a sectional view taken along line 3-3 in FIG. 1. FIG. FIG. 5 is a flowchart showing a control method of the active vibration isolation support device. FIG. 6 is a map for searching for a correction phase value of a crank phase of vibration.
E Engine Ne Engine speed M Active vibration isolating support device Sc Engine speed sensor Sd Outside temperature sensor Ta Outside temperature U Electronic control unit (correction means)
29 Actuator

Claims (2)

Estimating the phase of the vibration of the engine (E) from at least the crank pulse, and controlling the phase of operating the actuator (29) of the active vibration isolation support device (M) based on the estimated phase of the vibration. In the control device,
An engine speed sensor (Sc) for detecting an engine speed (Ne) and a correcting means (U) for correcting the estimated vibration phase based on the detected engine speed (Ne) are provided. Engine vibration prevention control device. An external temperature sensor (Sd) for detecting an external temperature (Ta) is provided, and the correcting means (U) corrects the estimated vibration phase based on the engine speed (Ne) and the external temperature (Ta). The engine vibration prevention control device according to claim 1, wherein:

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