JP2007023793A - Vibration damper of engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an aggravation of the state of vibration in a transitional period between the first cylinder-resting operation and the second cylinder-resting operation, the numbers of resting cylinders of which are different from each other. <P>SOLUTION: In case of changing-over between the L3 cylinder resting operation in which cylinders on one bank of a V-type six-cylinder engine are halted and the V4 cylinder resting operation in which one cylinder on each bank of the engine is halted, the V6 all-cylinder operation in which all the cylinders are operated is interposed between the L3 cylinder resting operation and the V4 cylinder resting operation. As a result, a transitional period exists between the L3 cylinder resting operation and the V6 all-cylinder operation and between the V6 all-cylinder operation and the V4 cylinder resting operation, and a transitional period does not exist between the L3 cylinder resting operation and the V4 cylinder resting operation. Therefore, it is possible to simplify control of an active type vibrationproof supporting device in the transitional period and to prevent the aggravation of the state of vibration in the transit period. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  According to the present invention, an engine capable of switching between a first cylinder deactivation operation and a second cylinder deactivation operation with different numbers of cylinders to be deactivated is supported on a vehicle body via an active vibration isolation support device, and the control means is an active vibration isolation support device. The present invention relates to an anti-vibration device for an engine that suppresses vibration transmission from the engine to the vehicle body by controlling the actuator according to the vibration state of the engine.

In an engine in which one-side bank of a V-type 6-cylinder engine can be deactivated and can switch between all-cylinder operation in which all the 6 cylinders are operated and idle cylinder operation in which only 3 cylinders are operated. Japanese Patent Application Laid-Open No. 2004-151820 discloses a technique for reducing the vibration during the transition period by appropriately setting the timing for switching the control of the active vibration isolating support device during the transition period.
JP 2005-3051 A

  By the way, in the V-type 6-cylinder engine, in addition to the normal all-cylinder operation (V6 all-cylinder operation), the one-side bank is deactivated to operate as an inline 3-cylinder engine (L3 cylinder-cylinder operation) Some cylinders can be switched between a cylinder idle operation (V4 cylinder idle operation) in which each cylinder is deactivated and operated as a V-type four-cylinder engine.

  In the transition period for switching between the V6 all cylinder operation and the L3 idle cylinder operation, the ratio of the frequency of the tertiary vibration in the V6 all cylinder operation and the frequency of the 1.5 order vibration in the L3 cylinder idle operation is an integer of 2. Therefore, the vibration waveform in the transition period is relatively simple and the control of the active vibration isolating support device is not complicated. However, since the vibration waveform of the engine becomes complicated as will be described later in the transition period for switching between the V4 idle cylinder operation and the L3 idle cylinder operation, it is effective to effectively exhibit the vibration isolation effect by the active vibration isolation support device. There is a problem that becomes difficult.

  The present invention has been made in view of the above circumstances, and an object thereof is to avoid deterioration of the vibration state in the transition period between the first cylinder deactivation operation and the second cylinder deactivation operation in which the number of cylinders to be deactivated is different.

  In order to achieve the above object, according to the first aspect of the present invention, an engine capable of switching between a first cylinder deactivation operation and a second cylinder deactivation operation with different numbers of cylinders to be deactivated is provided with an active vibration isolation support device. An anti-vibration device for an engine that suppresses vibration transmission from the engine to the vehicle body by controlling the actuator of the active anti-vibration support device according to the vibration state of the engine. An engine vibration isolator is proposed in which the control means interposes all cylinder operation for operating all cylinders during the transition period between the first and second cylinder deactivation operations.

  According to the invention described in claim 2, in addition to the configuration of claim 1, when the vibration order of the first cylinder deactivation operation and the vibration order of the second cylinder deactivation operation do not become an integer ratio, An engine vibration isolator is proposed in which the control means interposes the all-cylinder operation.

  According to a third aspect of the invention, in addition to the configuration of the first or second aspect, the all-cylinder operation period is constant regardless of the engine load. A vibration isolator is proposed.

  According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, an anti-vibration device for an engine is proposed in which the period of all-cylinder operation is one cycle.

  The electronic control unit U of the embodiment corresponds to the control means of the present invention.

  According to the configuration of the first aspect, since the all cylinder operation for operating all the cylinders is interposed between the first cylinder deactivation operation and the second cylinder deactivation operation in which the number of cylinders to be deactivated is different, the transition period is the first cylinder deactivation. Between the operation and the all cylinder operation and between the all cylinder operation and the second cylinder deactivation operation, there is no transition period between the first and second cylinder deactivation operations. As a result, the control of the active vibration isolating support device during the transition period can be simplified, and deterioration of the vibration state during the transition period can be avoided.

  According to the configuration of the second aspect, since the all cylinder operation is interposed when the vibration order of the first cylinder deactivation operation and the vibration order of the second cylinder deactivation operation do not become an integer ratio, it is not necessary to intervene the all cylinder operation. Sometimes it is possible to avoid meaningless all-cylinder operation.

  According to the configuration of the third aspect, since the period of all cylinder operation is made constant regardless of the engine load, the control of the active vibration isolating support device in the transition period is simplified.

  According to the configuration of the fourth aspect, since the period of all cylinder operation is set to one cycle, the control of the active vibration isolating support device in the transition period is further simplified.

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

  1 to 9 show an embodiment of the present invention. FIG. 1 is a longitudinal sectional view of an active vibration isolating support device, FIG. 2 is an enlarged view of part 2 of FIG. 1, and FIG. FIG. 4 is a diagram illustrating a reading period, a calculation period, and a control period during V6 all-cylinder operation, FIG. 5 is a flowchart illustrating a control method of the active vibration isolating support device, and FIG. FIG. 7 is a diagram showing a vibration state at the time of switching from the L3 idle cylinder operation to the V6 all cylinder operation, FIG. 7 is a diagram showing a vibration state at the time of switching from the V6 all cylinder operation to the L3 cylinder idle operation, and FIG. FIG. 9 is a diagram showing a vibration state at the time of switching from the L3 idle cylinder operation to the V4 cylinder idle operation across the V6 all cylinder operation.

  As shown in FIGS. 1 and 2, an active anti-vibration support device M (active control mount) used for elastically supporting an automobile engine on a body frame is substantially axisymmetric with respect to an axis L. A substantially cup-shaped actuator case having an open upper surface between a flange portion 11a at the lower end of the substantially cylindrical upper housing 11 and a flange portion 12a at the upper end of the generally cylindrical lower housing 12. The outer peripheral flange portion 13a, the outer peripheral portion of the annular first elastic body support ring 14, and the outer peripheral portion of the annular second elastic body support ring 15 are overlapped and joined by caulking. At this time, the annular first floating rubber 16 is interposed between the flange portion 12a of the lower housing 12 and the flange portion 13a of the actuator case 13, and the upper portion of the actuator case 13 and the inner surface of the second elastic body support member 15 By interposing the annular second floating rubber 17 therebetween, the actuator case 13 is floatingly supported so as to be movable relative to the upper housing 11 and the lower housing 12.

  The lower end and the upper end of the first elastic body 19 formed of thick rubber are joined to the first elastic body support ring 14 and the first elastic body support boss 18 disposed on the axis L by vulcanization adhesion. Is done. A diaphragm support boss 20 is fixed to the upper surface of the first elastic body support boss 18 with bolts 21, and the outer peripheral portion of the diaphragm 22, which is joined to the diaphragm support boss 20 by vulcanization adhesion, is added to the upper housing 11. Joined by sulfur adhesion. An engine mounting portion 20a integrally formed on the upper surface of the diaphragm support boss 20 is fixed to the engine. A vehicle body attachment portion 12b at the lower end of the lower housing 12 is fixed to the vehicle body frame.

  A flange portion 23a at the lower end of the stopper member 23 is coupled to the flange portion 11b at the upper end of the upper housing 11 by bolts 24 ... and nuts 25 ..., and a diaphragm support boss 20 is attached to a stopper rubber 26 attached to the upper inner surface of the stopper member 23. The engine mounting portion 20a that protrudes from the upper surface of the upper and lower surfaces faces each other so as to be capable of contacting. When a large load is input to the active vibration isolating support device M, the engine mounting portion 20a abuts against the stopper rubber 26, thereby suppressing excessive displacement of the engine.

  The outer peripheral portion of the second elastic body 27 formed of a film-like rubber is joined to the second elastic body support ring 15 by vulcanization adhesion, and the movable member 28 is added so as to be embedded in the central portion of the second elastic body 27. Joined by sulfur adhesion. A disk-shaped partition wall member 29 is fixed between the upper surface of the second elastic body support ring 15 and the outer periphery of the first elastic body 19, and the first partition partitioned by the partition wall member 29 and the first elastic body 19. The liquid chamber 30 and the second liquid chamber 31 partitioned by the partition member 29 and the second elastic body 27 communicate with each other through a communication hole 29 a formed at the center of the partition member 29.

  An annular communication path 32 is formed between the first elastic body support ring 14 and the upper housing 11, and one end of the communication path 32 communicates with the first liquid chamber 30 through the communication hole 33. The other end communicates with the third liquid chamber 35 defined by the first elastic body 19 and the diaphragm 22 through the communication hole 34.

  Next, the structure of the actuator 41 that drives the movable member 28 will be described.

  The fixed core 42, the coil assembly 43, and the yoke 44 are sequentially attached to the inside of the actuator case 13 from the bottom to the top. The coil assembly 43 includes a cylindrical coil 46 and a coil cover 47 that covers the outer periphery of the coil 46. The coil cover 47 is integrally formed with a connector 48 that extends through the openings 13b and 12c formed in the actuator case 13 and the lower housing 12 and extends to the outside.

  A seal member 49 is disposed between the upper surface of the coil cover 47 and the lower surface of the yoke 44, and a seal member 50 is disposed between the lower surface of the coil cover 47 and the upper surface of the actuator case 13. These seal members 49 and 50 can prevent water and dust from entering the internal space 61 of the actuator 41 from the openings 13 b and 12 c formed in the actuator case 13 and the lower housing 12.

  A thin cylindrical bearing member 51 is slidably fitted to the inner peripheral surface of the cylindrical portion 44a of the yoke 44, and an upper flange 51a bent radially inward is formed at the upper end of the bearing member 51. A lower flange 51b that is bent radially outward is formed at the lower end. A set spring 52 is disposed in a compressed state between the lower flange 51b and the lower end of the cylindrical portion 44a of the yoke 44. The elastic force of the set spring 52 causes the lower flange 51b to be fixed to the fixed core 42 via the elastic body 53. The bearing member 51 is supported by the yoke 44 by being pressed against the upper surface of the yoke 44.

  A substantially cylindrical movable core 54 is fitted to the inner peripheral surface of the bearing member 51 so as to be slidable up and down. A rod 55 extending downward from the center of the movable member 28 penetrates the center of the movable core 54 loosely, and a nut 56 is fastened to the lower end thereof. A set spring 58 in a compressed state is disposed between a spring seat 57 provided on the upper surface of the movable core 54 and the lower surface of the movable member 28, and the movable core 54 is pressed against the nut 56 by the elastic force of the set spring 58. Fixed. In this state, the lower surface of the movable core 54 and the upper surface of the fixed core 42 face each other via the conical air gap g. The rod 55 and the nut 56 are loosely fitted in an opening 42 a formed at the center of the fixed core 42, and the opening 42 a is closed by a plug 60 through a seal member 59.

  An electronic control unit U, to which a crank pulse sensor Sa that detects a crank pulse that is output as the crankshaft of the engine rotates and a TDC pulse sensor Sb that detects a TDC pulse of each cylinder, is connected to an active vibration isolator. The energization of the actuator 41 of the support device M is controlled. In the engine of this embodiment, the crank pulse is output 24 times per crankshaft rotation, that is, once every 15 ° of the crank angle, and the TDC pulse is output 6 times per crankshaft rotation, that is, 120 times the crank angle. Output once per degree.

  As shown in FIG. 3, the engine is a V-type 6-cylinder engine, and # 1 cylinder, # 2 cylinder and # 3 cylinder are arranged in the first bank, and # 4 cylinder, # 5 cylinder and # 3 are arranged in the second bank. Six cylinders are arranged. The engine includes all cylinder operation (hereinafter referred to as V6 all cylinder operation) in which the cylinders # 1 to # 6 are exploded in the order of # 1, # 4, # 2, # 5, # 3, and # 6. Idle cylinder operation (hereinafter referred to as L3 idle cylinder operation), and idle cylinder operation in which the # 3 cylinder in the first bank and the # 4 cylinder in the second bank are deactivated. (Hereinafter referred to as V4 idle cylinder operation) can be switched according to the engine load state. The explosion order in the L3 closed cylinder operation is # 4 → # 5 → # 6, and the explosion order in the V4 closed cylinder operation is # 1 → # 4 (closed cylinder) → # 2 → # 5 → # 3 (closed cylinder) → # 6.

  In the V6 all-cylinder operation, the # 1 cylinder to the # 6 cylinder explode once at equal intervals while the crankshaft rotates twice, so the vibration state of the engine is the third vibration (three cycles per one rotation of the crankshaft). Vibration), and one period of vibration is 120 °.

  In L3 idle cylinder operation, the # 4 cylinder, # 5 cylinder and # 6 cylinder of the second bank explode once at equal intervals while the crankshaft rotates twice, so the engine vibration state is 1.5th order vibration. (1.5 cycles of vibration per crankshaft rotation), and one cycle of vibration is 240 °.

  In V4 idle cylinder operation, one idle cylinder period with a crank angle of 120 ° and two explosion periods with a crank angle of 120 ° constitute a cycle of vibration, so the engine vibration state is the primary vibration (crank Vibration of one cycle per one rotation of the shaft), and one cycle of vibration is 360 °.

  As shown in FIG. 4, the control of the active vibration isolating support apparatus M reads the vibration state of the engine in one cycle (reading period), and the active vibration isolation support apparatus M in the next cycle (calculation period). The control current of the actuator 41 is calculated, and the control current is output in the next one cycle (control period) to operate the actuator 41 of the active vibration isolating support device M. The operation of the active vibration isolating support device M is controlled based on the vibration state of one cycle last time.

  Next, the operation of the active vibration isolating support apparatus M having the above configuration will be described.

  When low-frequency engine shake vibration is generated while the vehicle is running, the first elastic body 19 is deformed by a load input from the engine via the diaphragm support boss 20 and the first elastic body support boss 18, and the first liquid When the volume of the chamber 30 changes, the liquid goes back and forth between the first liquid chamber 30 and the third liquid chamber 35 connected via the communication path 32. When the volume of the first liquid chamber 30 is enlarged / reduced, the volume of the third liquid chamber 35 is reduced / expanded accordingly, but the volume change of the third liquid chamber 35 is absorbed by the elastic deformation of the diaphragm 22. At this time, the shape and size of the communication path 32 and the spring constant of the first elastic body 19 are set so as to exhibit a low spring constant and a high damping force in the frequency region of the engine shake vibration. The vibration transmitted to can be effectively reduced.

  In the frequency region of the engine shake vibration, the actuator 41 is kept in an inoperative state.

  When vibration having a higher frequency than the engine shake vibration, that is, vibration during idling or vibration during cylinder deactivation caused by rotation of the crankshaft of the engine occurs, the first liquid chamber 30 and the third liquid chamber 35 are connected. Since the liquid in the communication path 32 is in a stick state and cannot exhibit the anti-vibration function, the actuator 41 is driven to exhibit the anti-vibration function.

  In order to operate the actuator 41 of the active vibration isolating support device M to exhibit the anti-vibration function, the electronic control unit U determines the active vibration isolation support device M based on the signals from the crank pulse sensor Sa and the TDC pulse sensor Sb. The energization to the coil 46 of the actuator 41 is controlled.

  Next, the control of the active vibration isolating support apparatus M will be specifically described.

In the flowchart of FIG. 5, first, in step S1, the crank pulse output from the crank pulse sensor Sa every 15 ° of the crank angle is read, and the TDC pulse output every 120 ° of the crank angle is read from the TDC pulse sensor Sb. In Step S2, the crank pulse time interval is calculated by comparing the read crank pulse with a reference TDC pulse. In the next step S3, the crank angular velocity ω is calculated by dividing the crank angle of 15 ° by the time interval of the crank pulse, and in step S4, the crank angular velocity ω is time differentiated to calculate the crank angular acceleration dω / dt. In the following step S5, the torque Tq around the engine crankshaft 62 is set as I, and the moment of inertia around the engine crankshaft 62 is set as I.
Tq = I × dω / dt
Calculate by This torque Tq is zero assuming that the crankshaft is rotating at a constant angular velocity ω, but in the expansion stroke, the angular velocity ω increases due to acceleration of the piston, and in the compression stroke, the angular velocity ω decreases due to deceleration of the piston. Since crank angular acceleration dω / dt is generated, torque Tq proportional to the crank angular acceleration dω / dt is generated.

  In the subsequent step S6, the maximum value and the minimum value of the temporally adjacent torque are determined, and in step S7, the active vibration isolation support device M that supports the engine as a deviation between the maximum value and the minimum value of the torque, that is, the amount of torque fluctuation. The amplitude at the position of is calculated. In step S8, the duty waveform of the current applied to the coil 46 of the actuator 41 is determined, and the output timing of the current duty is determined by comparing the bottom position of the amplitude with the TDC pulse.

  As a result, the active vibration-proof support device M exhibits a vibration-proof function as follows.

  That is, when the engine moves downward with respect to the vehicle body frame and the first elastic body 19 is deformed downward and the volume of the first liquid chamber 30 is reduced, the coil 46 of the actuator 41 is excited in accordance with the timing. The movable core 54 moves downward toward the fixed core 42 by the suction force generated in the air gap g, and is pulled by the movable member 28 connected to the movable core 54 via the rod 55, so that the second elastic body 27 is moved. Deforms downward. As a result, since the volume of the second liquid chamber 31 increases, the liquid in the first liquid chamber 30 compressed by the load from the engine passes through the communication hole 29a of the partition wall member 29 and flows into the second liquid chamber 31. The load transmitted from the engine to the vehicle body frame can be reduced.

  Subsequently, when the engine moves upward with respect to the vehicle body frame and the first elastic body 19 is deformed upward to increase the volume of the first liquid chamber 30, the coil 46 of the actuator 41 is demagnetized in accordance with the timing. Since the attracting force generated in the air gap g disappears and the movable core 54 can move freely, the second elastic body 27 deformed downward is restored upward by its own elastic restoring force. As a result, since the volume of the second liquid chamber 31 decreases, the liquid in the second liquid chamber 31 passes through the communication hole 29a of the partition wall member 29 and flows into the first liquid chamber 30, and the engine is in contact with the vehicle body frame. It can be allowed to move upward.

  By the way, when switching from the L3 idle cylinder operation to the V6 all cylinder operation, as shown in FIG. 6, in the L3 idle cylinder operation before the switching, the 1.5th order vibration, which is the main order vibration, is generated. Third-order vibration that is order vibration does not occur. On the other hand, although the tertiary vibration, which is the main order vibration, occurs in the V6 all-cylinder operation after switching, the tertiary vibration in the V6 all-cylinder operation is inherently small due to the large number of cylinders. Is not a problem. In addition, in the V6 all-cylinder operation after switching, the 1.5th order vibration that is the main order vibration of the L3 idle cylinder operation does not occur.

  Thus, when switching from the L3 idle cylinder operation to the V6 all cylinder operation, there is no particular problem because the switching shifts in a direction in which the vibration decreases.

  Conversely, when switching from the V6 all-cylinder operation to the L3 idle cylinder operation, as shown in FIG. 7, in the V6 all cylinder operation before switching, the 1.5th order vibration that is the main order vibration of the L3 idle cylinder operation is not generated. However, although the tertiary vibration which is the main order vibration of the V6 all-cylinder operation is generated, this tertiary vibration is not particularly problematic as described above. On the other hand, in the L3 idle cylinder operation after switching, the 1.5th order vibration that is the main order vibration is generated, and the third order vibration that is the main order vibration in the V6 all cylinder operation is not generated.

  Thus, the ratio of “3”, which is the vibration order of the V6 all-cylinder operation before switching, to “1.5”, which is the vibration order of the L3 cylinder-cylinder operation after switching, is an integer of 2. The vibration waveform generated during the transition period from the all-cylinder operation to the L3 idle cylinder operation becomes relatively simple, and the control of the active vibration isolating support device M for suppressing the vibration during the transition period is easy.

  However, the problem is further complicated when switching between the L3 idle cylinder operation and the V4 idle cylinder operation.

  As shown in FIG. 8, for example, when switching from the L3 idle cylinder operation to the V4 idle cylinder operation, the primary vibration which is the main order vibration of the V4 idle cylinder operation becomes a problem, and this primary vibration is large. The double order secondary vibration is also a problem.

  In the L3 idle cylinder operation before switching, the 1.5th order vibration of the main vibration order becomes large, and in the V4 cylinder closed operation after switching, the primary vibration of the main vibration order and the secondary vibration of the double order become large. . The ratio between the vibration order of L3 idle cylinder operation “1.5” and the vibration order of V4 idle cylinder operation “1” (or “2”) is 1.5 (or 0.75). Does not become an integer. Therefore, during the transition period from the L3 idle cylinder operation to the V4 idle cylinder operation, the primary vibration, the 1.5th vibration, and the secondary vibration overlap to form a complex waveform vibration, and the control of the active vibration isolation support device M is performed. It is extremely difficult to cancel this vibration.

  Therefore, in this embodiment, as shown in FIG. 9, a V6 all-cylinder operation for a predetermined period is interposed between the L3 idle cylinder operation and the V4 idle cylinder operation. In this way, by interposing the V6 all-cylinder operation, the transition period is divided into two parts, that is, between the L3 idle cylinder operation and the V6 all cylinder operation in the first half and between the V6 all cylinder operation and the V4 cylinder idle operation in the latter half. Is done. During V6 all-cylinder operation, all of the primary vibration, 1.5th order vibration, secondary vibration, and tertiary vibration are small, so when switching from the L3 idle cylinder operation in the first half to V6 all cylinder operation, it has occurred up to that point. Since the 1.5th order vibration disappears and the vibration state is improved as a whole, there is no problem in controlling the active vibration isolating support device M. In addition, when switching from the V6 all-cylinder operation in the latter half to the V4 cylinder-cylinder operation, primary vibration and secondary vibration that have not occurred until then are newly generated, but the secondary vibration is twice the order of the primary vibration. Since it is a vibration, the waveform of the vibration obtained by superimposing them is also simple, and it is easy to control the active vibration isolation support device M to suppress the transmission of the primary vibration and the secondary vibration.

  The period of V6 all-cylinder operation requires at least 1/2 cycle (crank angle 360 °), and is desirably 1 cycle (crank angle 720 °) or more. In this embodiment, the V6 all-cylinder operation period is set to one constant cycle regardless of the engine load, and the control is simplified compared to the case where the V6 all-cylinder operation period is an odd length. be able to.

  The control for interposing the V6 all-cylinder operation between the L3 idle cylinder operation and the V4 idle cylinder operation is performed only when the engine vibration is large, that is, when the engine load is large (for example, the intake negative pressure is -200 mmHg or more). When the engine with low vibration is at a low load, the L3 idle cylinder operation is directly shifted to the V4 idle cylinder operation without interposing the V6 all cylinder operation.

  Although the embodiments of the present invention have been described above, various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, the switching control from the L3 idle cylinder operation to the V4 idle cylinder operation has been described, but the present invention can be similarly applied to the switching control from the V4 cylinder idle operation to the L3 cylinder idle operation.

Longitudinal section of active vibration isolator 2 enlarged view of FIG. The figure which shows the cylinder number and explosion order of V type 6 cylinder engine The figure which shows the reading period at the time of V6 all cylinder operation, a calculation period, and a control period Flowchart explaining control method of active vibration isolating support device The figure which shows the vibration state at the time of switching from L3 idle cylinder operation to V6 all cylinder operation The figure which shows the vibration state at the time of switching from V6 all cylinder operation to L3 idle cylinder operation The figure which shows the vibration state at the time of switching from L3 idle cylinder operation to V4 idle cylinder operation The figure which shows the vibration state at the time of switching from L3 idle cylinder operation to V4 idle cylinder operation on both sides of V6 all cylinder operation

Explanation of symbols

M Active anti-vibration support device U Electronic control unit (control means)
41 Actuator

Claims (4)

An engine capable of switching between the first cylinder deactivation operation and the second cylinder deactivation operation with different numbers of cylinders to be deactivated is supported on the vehicle body via the active vibration isolation support device (M), and the control means (U) is active vibration isolation. An anti-vibration device for an engine that suppresses vibration transmission from the engine to the vehicle body by controlling the actuator (41) of the support device (M) according to the vibration state of the engine,
The vibration control device for an engine is characterized in that the control means (U) interposes all-cylinder operation for operating all cylinders during a transition period between the first and second cylinder deactivation operations.   The control means (U) interposes the all-cylinder operation when the vibration order of the first cylinder deactivation operation and the vibration order of the second cylinder deactivation operation do not become an integer ratio. 1. An anti-vibration device for an engine according to 1.   The engine vibration isolator according to claim 1 or 2, wherein a period of the all-cylinder operation is constant regardless of an engine load. The vibration isolator for an engine according to claim 3, wherein the period of all cylinder operation is one cycle.

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