JP2005249013A - Active vibration-control support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrict power consumption of an active vibration-control support device to the minimum without hindering a vibration-control function thereof. <P>SOLUTION: The active vibration-control support device for restricting transmission of vibration of an engine to a car body computes magnitude of engine vibration on the basis of a time interval of crank pulses, and when the engine vibration is less than the predetermined value, an actuator is driven without raising voltage of an on-vehicle battery at 12V, and when the engine vibration is the predetermined value or more, the battery voltage is raised to 24V by a step-up circuit to drive the actuator. With this structure, when the vibration-control function of the active vibration-control support device is sufficient, step-up of voltage of a power source is not performed, and when the vibration-control function of the active vibration-control support device is insufficient because vibration of a vibrating body is large, step-up of voltage of the power source is performed to restrict power loss due to the step-up circuit to the minimum without hindering the vibration-control function of the active vibration-control support device. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an active vibration isolating support device that supports a load of a vibrating body and suppresses vibration by periodically expanding and contracting an actuator with a current according to a vibration state of the vibrating body under control of a control unit.

  Such an active vibration isolating support device is known from Patent Document 1 below.

This active vibration isolating support device calculates a crank angular speed from a time interval of a crank pulse output at every predetermined rotation angle of the crankshaft, calculates a crankshaft torque from a crank angular acceleration obtained by time-differentiating the crank angular speed, The vibration state of the engine is estimated as a torque fluctuation amount, and the vibration control function is exhibited by controlling energization to the coil of the actuator according to the vibration state of the engine.
JP 2003-113892 A

  By the way, although the actuator of the conventional active vibration isolating support apparatus is powered by an in-vehicle 12V battery, it is difficult to generate a sufficient driving force for the actuator with a battery voltage of 12V. Then, the actuator was driven. However, since the driving force of the actuator required when the vibration of the engine is small, the loss of power occurs in the booster circuit that boosts the voltage even though the battery voltage of 12V is used as it is. There was a problem.

  The present invention has been made in view of the above circumstances, and an object thereof is to minimize the power consumption without impairing the vibration isolation function of the active vibration isolation support device.

  In order to achieve the above object, according to the first aspect of the present invention, the load of the vibrating body is supported, and the actuator is periodically expanded and contracted by the current according to the vibration state of the vibrating body under the control of the control means. In the active vibration isolating support device that suppresses vibration by driving, the control means includes a low vibration mode for driving the actuator with a predetermined power supply voltage, and a high vibration mode for driving the actuator by boosting the predetermined power supply voltage. Is proposed based on the vibration state of the vibrating body.

  The engine E of the embodiment corresponds to the vibrating body of the present invention, and 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, the low vibration mode for driving the actuator with a predetermined power supply voltage and the high vibration mode for driving the actuator by boosting the predetermined power supply voltage based on the vibration state of the vibrating body. Since the vibration of the vibrating body is small, the drive voltage of the active vibration isolating support device is sufficient when the driving force of the active vibration isolating support device is sufficient. By increasing the power supply voltage when the force is insufficient, it is possible to minimize the power loss associated with the power supply voltage boost without impairing the vibration isolation function of the active vibration isolation support device.

  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 6 show a first 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. FIG. 4 is a main part enlarged view of FIG. 1, FIG. 5 is a flowchart of an actuator control routine, and FIG. 6 is a flowchart of an actuator power supply voltage selection routine.

  The active vibration isolation support device M (active control mount: ACM) shown in FIGS. 1 to 4 is for elastically supporting an automobile engine E on a vehicle body frame F, and an in-vehicle 12V battery B Are connected via a booster circuit C1 and a drive circuit C2. An electronic control unit U connected to a crank pulse sensor Sa for detecting a crank pulse output as the crankshaft of the engine E rotates is connected to the active vibration isolating support device M via a booster circuit C1 and a drive circuit C2. Control the operation. The booster circuit 10 boosts and outputs the 12V voltage of the battery B to, for example, 24V. The crank pulse of the engine E is output 24 times per revolution of the crankshaft, that is, once every 15 ° of the crank angle.

  The active vibration isolating support device M has a substantially axisymmetric structure with respect to the axis L, and has an inner cylinder 12 welded to a plate-like mounting bracket 11 coupled to the engine E, and an outer periphery of the inner cylinder 12. The outer cylinder 13 is coaxially arranged, and the upper and lower ends of the first elastic body 14 made of thick rubber are joined to the inner cylinder 12 and the outer cylinder 13 by vulcanization adhesion. A disc-shaped first orifice forming member 15 having an opening 15b in the center, a second orifice forming member 16 having a bowl-shaped cross section with an open upper surface and formed in an annular shape, and a bowl shape having the same upper surface opened The third orifice forming member 17 having an annular shape and formed in an annular shape is integrated by welding, and the outer circumferences 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 at a lower portion.

  The outer periphery of the second elastic body 18 formed of 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 the movable member 20 arranged on the axis L so as to be movable up and down. The outer periphery of the diaphragm 22 is fixed to the 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 the movable member. It is fixed to the member 20 by press fitting.

  Accordingly, the first liquid chamber 24 in which the liquid is sealed is defined between the first elastic body 14 and the second elastic body 18, and the second liquid chamber 25 in which the liquid is sealed between the second elastic body 18 and the diaphragm 22. Is partitioned. 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 formed by the first to third orifice forming members 15, 16, and 17.

  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 substantially one-round range 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).

  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 second orifice forming member 16 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 substantially one-round range 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).

  From the above, the first liquid chamber 24 and the second liquid chamber 25 communicate with each other by the upper orifice 26 and the lower orifice 27 connected in series.

  An annular mounting bracket 28 for fixing the active vibration isolating support device M to the vehicle body frame F is fixed to the caulking fixing portion 13 a of the outer cylinder 13. The movable member 20 is attached to the lower surface of the mounting bracket 28. An actuator housing 30 that constitutes the outline of the actuator 29 for driving is welded.

  A yoke 32 is fixed to the actuator housing 30, and a coil 34 wound around the bobbin 33 is accommodated 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 portion 38 a formed on the inner periphery of the armature 38 is engaged with the upper portion of the bearing 36. Match. The armature 38 is biased 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 in the actuator housing 30.

  A cylindrical slider 43 is slidably fitted to 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. Connected to the boss 44. A coil spring 41 is disposed between the upper bottom portion of the bearing 36 and the slider 43, and the bearing 36 is biased upward and the slider 43 is biased downward by the coil spring 41.

  When the coil 34 of the actuator 29 is in a demagnetized state, the elastic force of the coil spring 41 acts downward on the slider 43 slidably supported by the bearing 36 and is disposed between the bottom surface of the yoke 32. The spring force of the coil spring 45 is acting 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 from this state and the armature 38 is attracted downward, the coil spring 41 is compressed by being pushed by the stepped 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 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 is deformed downward and the volume of the first liquid chamber 24 is increased. 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.

  Thus, when low-frequency engine shake vibration occurs during the traveling of the automobile, the upper orifice 26 changes 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 liquid goes back and forth between the first liquid chamber 24 and the second liquid chamber 25 connected via the lower orifice 27. When the volume of the first liquid chamber 24 is enlarged / reduced, the volume of the second liquid chamber 25 is reduced / expanded accordingly, but the volume change of the second liquid chamber 25 is absorbed by the elastic deformation of the diaphragm 22. At this time, the shape and size 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.

  In the frequency region of the engine shake vibration, the actuator 29 is kept in an inoperative state.

  When vibration having a higher frequency than the engine shake vibration, that is, vibration during idling due to rotation of the crankshaft of engine E or vibration during cylinder deactivation occurs, the first liquid chamber 24 and the second liquid chamber 25 are connected. Since the liquid in the upper orifice 26 and the lower orifice 27 is in a stick state and cannot exhibit the anti-vibration function, the actuator 29 is driven to exhibit the anti-vibration function.

  The electronic control unit U controls energization to the coil 34 based on a signal from the crank pulse sensor Sa in order to operate the actuator 29 of the active vibration isolating support device M to exhibit the vibration isolating function.

  Next, the control of the active vibration isolating support device M by the electronic control unit U will be described.

In the flowchart of FIG. 5, first, in step S1, a crank pulse output from the crank pulse sensor Sa every 15 ° of crank angle is read, and in step S2, the read crank pulse is used as a reference crank pulse (TDC of a specific cylinder). The time interval of the crank pulse is calculated by comparing with the signal. 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 crankshaft of the engine E is set as I, and the inertia moment around the crankshaft of the engine E is set as I.
Tq = I × dω / dt
It calculates 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 next step S6, the maximum value and the minimum value of the temporally adjacent torques are determined, and in step S7, the difference between the maximum value and the minimum value of the torque, that is, the active vibration isolation support device that supports the engine E as the amount of torque fluctuation The amplitude at the position of M is calculated. In step S8, the duty waveform and timing (phase) of the current applied to the coil 34 of the actuator 29 are determined.

  In step S11 of the flowchart of FIG. 6, if the amplitude calculated in step S7, that is, if the vibration of the engine E is less than a predetermined value, the electronic control unit U prohibits boosting of the battery voltage by the booster circuit C1 in step S12. Actuator 29 is driven by a voltage of 12 V of battery B (low vibration mode). On the other hand, if the vibration of the engine E is greater than or equal to the predetermined value in step S11, the electronic control unit U boosts the battery voltage from 12V to 24V by the boost circuit C1 as usual in step S13, and drives the actuator 29 with the voltage of 24V. (High vibration mode)

  As described above, when the vibration of the engine E is large, the actuator 29 is driven by the voltage boosted by the booster circuit C1, so that the active vibration isolating support device M can exhibit a sufficient anti-vibration function and the vibration of the engine E is effective. Can be blocked. Further, when the vibration of the engine E is small and the active vibration isolating support device M does not need to exhibit a large vibration isolating function, the operation of the booster circuit C1 is prohibited and the voltage of the battery B is used as it is, so that the booster circuit C1 It is possible to minimize the power loss at. Therefore, according to the present embodiment, it is possible to reduce power consumption while securing the vibration isolation function of the active vibration isolation support device M, thereby reducing the driving load of the generator by the engine E and reducing the fuel consumption. Can contribute to the savings.

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In the first embodiment, the power supply voltage of the actuator 29 is switched according to the actual vibration state of the engine E. However, in the second embodiment, the power supply voltage is switched depending on whether or not the engine E is in the cylinder deactivation region.

  That is, if the engine E is not in the cylinder deactivation region in step S21, it is estimated that the vibration of the engine E is small. Therefore, in step S22, the electronic control unit U prohibits boosting of the battery voltage by the booster circuit C1, and The actuator 29 is driven with a voltage of 12V. On the other hand, if the engine E is in the cylinder deactivation region in step S21, it is estimated that the vibration of the engine E is large. Therefore, in step S23, the electronic control unit U boosts the battery voltage from 12V to 24V by the boost circuit C1 as usual. The actuator 29 is driven with the voltage of 24V.

  Also according to the second embodiment, it is possible to achieve the same operation and effect as the first embodiment described above.

  As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.

  For example, in the embodiment, the active vibration isolating support apparatus M that supports the engine E of the automobile is illustrated, but the active vibration isolation support apparatus M of the present invention can be applied to support an engine other than the automobile.

  In the embodiment, the power supply voltage of 12V is boosted to 24V by the booster circuit C1, but these voltages can be set as appropriate.

  Further, the active vibration isolating support device M is not limited to the one in which the liquid is enclosed, and may be one using a piezo element.

Longitudinal section of active vibration isolator 2-2 sectional view of FIG. 3-3 sectional view of FIG. 1 is an enlarged view of the main part of FIG. Actuator control routine flowchart Flow chart of actuator power supply voltage selection routine Flowchart of Actuator Power Supply Voltage Selection Routine according to Second Embodiment

Explanation of symbols

E Engine (vibrating body)
U Electronic control unit (control means)
29 Actuator

Claims (1)

Active to suppress vibration by supporting the load of the vibrating body (E) and periodically extending and contracting the actuator (29) with a current according to the vibration state of the vibrating body (E) under the control of the control means (U). In the anti-vibration support device,
The control means (U) includes a low vibration mode for driving the actuator (29) with a predetermined power supply voltage and a high vibration mode for driving the actuator (29) by boosting the predetermined power supply voltage. An active vibration-proof support device, which is switched based on the vibration state of E).

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