JP3094335B1 - Liquid-filled engine mount - Google Patents

Abstract

A response delay of a switching operation for switching between an openable and closable idle orifice that connects between main and sub liquid chambers of a liquid-filled engine mount between a communication state and a cutoff state is reduced. A controller for controlling the operation of a pneumatic switching valve V2 for maintaining the air pressure of a valve opening / closing air pressure chamber A4 for switching an openable / closable idle orifice between a communication state and a shutoff state at a communication air pressure or a shutoff air pressure. C
When the engine is rotating at low speed and the brake switch is on (when the brake pedal is depressed), the air pressure in the valve opening / closing air pressure chamber A4 is maintained at the communication air pressure, and the brake switch is turned on. The air pressure switching valve V2 is configured to maintain the air pressure of the valve opening / closing air pressure chamber A4 at the shutoff air pressure when the air pressure switching valve V2 is turned off.
A liquid-filled engine mount characterized by operating a.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a main liquid chamber in which a part of a chamber wall is formed by an elastic body which supports an engine and is deformed by the vibration of the engine and in which a liquid is filled, A liquid-filled engine mount that has a sub-liquid chamber that communicates with the main liquid chamber via an orifice that can be opened and closed, and attenuates engine vibrations due to elastic deformation of the elastic body and flow of liquid in the orifice between the two chambers. With regard to
In particular, the present invention relates to a liquid-filled engine mount configured to adjust the opening and closing state of an orifice to adjust the vibration absorption characteristics of the engine.

[0002]

2. Description of the Related Art An engine of an automobile generates various vibrations having greatly different frequencies and amplitudes according to the rotational state, particularly the rotational speed. Therefore, in an automobile, it is necessary to support the engine with anti-vibration by an engine mount capable of absorbing a wide range of vibration. As an engine mount capable of absorbing such a wide range of vibration, a liquid-filled engine mount has been conventionally known. The prior art of this type is disclosed in, for example, Japanese Patent Application Laid-Open No. 8-32.
No. 0048. This publication discloses a main liquid chamber in which a chamber wall is formed by an elastic body supporting an engine, and a sub liquid chamber in which a chamber wall is formed by a freely deformable diaphragm. A liquid-filled engine mount is described which is connected by an openable / closable orifice which is in a communicating state by an on-off valve during rotation and is in a shut-off state when exceeding an idle rotation range.

In such a liquid-filled engine mount, the dynamic spring constant of the liquid-filled engine mount becomes small when the idling orifice is in a communicating state during idling of the engine. Tuned to effectively absorb vibration. During high-speed rotation of the engine (rotational speed exceeding the idle rotation range), high-frequency vibration of small amplitude is generated, but this vibration is absorbed by deformation of the elastic body. Therefore, by setting the idle orifice to the communication state or the cutoff state according to the engine speed, the vibration frequency at which the liquid-filled engine mount is effectively attenuated (absorbed) can be adjusted. Therefore, it is possible to effectively absorb engine vibrations from the low rotation range to the high rotation range.

[0004]

According to the prior art, the on-off valve for setting the idle orifice to the open or closed state is operated by a change in the air pressure of a valve opening / closing air pressure chamber formed by a diaphragm. The air pressure of the opening / closing pneumatic chamber changes by switching a switching valve that selectively connects the valve opening / closing pneumatic chamber to the atmosphere or a negative pressure source. That is, the switching valve connects the valve opening / closing air pressure chamber to the atmosphere when the engine is idling, and sets the valve opening / closing air pressure chamber to a negative pressure when the engine is rotating at high speed (when rotating at a rotation speed exceeding the idling rotation range). Switch to connect. In this case, according to the switching of the switching valve, the air pressure of the valve opening / closing air pressure chamber changes from the atmospheric pressure to the negative pressure, and the change activates the opening / closing valve that opens and closes the idle orifice.
By the way, the air pressure of the valve opening / closing pneumatic chamber starts to change from the atmosphere to a negative pressure from the switching valve switching point, but since it takes time until the idle orifice opening / closing valve operates, a response delay occurs in the opening / closing operation of the opening / closing valve. Occur. Due to this response delay, a phenomenon occurs in which the dynamic spring constant of the engine mount against the vibration of the rotating engine increases. When the dynamic spring constant of the engine mount is increased, the body panel and the lining resonate, causing a muffled sound and a steering vibration, resulting in a problem that the vibration noise level of the vehicle is deteriorated. In order to solve the response delay in terms of hardware, components for that purpose are required, and the configuration of the engine mount is complicated. In this case, a significant cost increase occurs.

SUMMARY OF THE INVENTION In view of the above-mentioned circumstances, it is an object of the present invention to reduce a response delay when an openable / closable idle orifice for connecting a main and sub liquid chambers of a liquid-filled engine mount is switched from a communication state to a cutoff state. And

[0006]

Next, the present invention devised to solve the above-mentioned problems will be described. Elements of the present invention are used to facilitate correspondence with elements of the embodiments described later. , The reference numerals of the elements of the embodiment are enclosed in parentheses. The reason why the present invention is described in correspondence with reference numerals of the embodiments described later is to facilitate understanding of the present invention, and does not limit the scope of the present invention to the embodiments.

(First Invention) In order to solve the above-mentioned problems, a liquid-filled engine mount according to a first invention is provided with an elastic body (B) which supports an engine and is deformed by the vibration of the engine to form one of the chamber walls. A main liquid chamber (A1) in which a portion is formed and a liquid is sealed therein, a sub liquid chamber (A2), and a communication between the two chambers (A1 and A2) when the engine rotates in an idle rotation range. It has an orifice for idle (Ga), an on-off valve (V1) for opening and closing the orifice for idle (Ga), and a valve opening / closing air pressure chamber (A4) for opening and closing the on-off valve (V1) by a change in air pressure. An engine mount body (M) for absorbing vibration of the engine by elastic deformation of the elastic body (B) and flow of liquid passing through the idle orifice (Ga)
And the air pressure of the valve opening / closing air pressure chamber (A4) is increased by opening the opening / closing valve (V1).
And A2), and the main and sub liquid chambers (A1 and A2) when the on-off valve is closed and
2) a pneumatic pressure switching device (V2) for switching between a shutoff air pressure for shutting off the air, an engine speed discriminating means (C1) for judging whether or not the engine speed is in the idle speed range, and a brake. Switch (SW) ON
Brake switch on / off state determining means (C2) for determining an off state; and the air pressure switching device (V2) for maintaining the air pressure of the valve opening / closing air pressure chamber (A4) at the communication air pressure or the shutoff air pressure. Pressure switching control means (C5) for controlling the operation of the valve opening / closing air pressure chamber (A4) when the engine is rotating in an idle rotation range and a brake switch (SW) is on. The air pressure switching device (V2) is operated so as to maintain the air pressure at the time of passage and to maintain the air pressure of the air pressure chamber (A4) for valve opening and closing at the shutoff air pressure when the brake switch (SW) is turned off from on. And the air pressure switching control means (C5).

(Operation of the First Invention)
In the liquid-filled engine mount of the invention, when the engine rotates in an idle rotation range and the orifice for idle (Ga) is in communication, the main and sub liquid chambers (A1 and A2) of the engine mount body (M) are connected. The vibration of the engine is attenuated or absorbed by the flow of the liquid in the idle orifice (Ga) and the elastic deformation of the elastic body (B). Further, when the engine rotates in a high rotation range exceeding the idle rotation range and the idle orifice (Ga) is in a shut-off state, the liquid is supplied to the idle orifice (Ga).
And the vibration of the engine is attenuated or absorbed by the elastic deformation of the elastic body (B).

The engine speed determining means (C1) determines whether or not the engine speed is in an idling speed range.
The brake switch on / off state determination means (C2)
The on / off state of the brake switch (SW) is determined. The air pressure switching control means (C5) keeps the air pressure of the valve opening / closing air pressure chamber (A4) at the communication air pressure when the engine is rotating in the idle rotation range and the brake switch (SW) is on, and the brake switch ( When the switch SW) is turned on from off, the air pressure switching device (V2) is operated so as to maintain the air pressure of the valve opening / closing air pressure chamber (A4) at the shutoff air pressure. When the air pressure of the valve opening / closing air pressure chamber (A4) is the communication air pressure, the opening / closing valve (V1) opens and the idle orifice (Ga) communicates. When the idling orifice (Ga) is in the communicating state, the vibration of the engine rotating in the idling rotation range causes the liquid in the idling orifice (Ga) connecting the main and sub liquid chambers (A1 and A2). And is absorbed or attenuated by the elastic deformation of the elastic body (B).

When the engine rotates in the idling speed range and the brake switch (SW) is turned off, the air pressure switching device (V2) is controlled to maintain the air pressure of the valve opening / closing air pressure chamber (A4) at the shutoff air pressure. It operates, and the on-off valve (V1) operates (closes) accordingly. Therefore, for example, a driver of a vehicle stopped at a red light and depressing a brake pedal (a vehicle in which an idle orifice is in communication) is required to depress the accelerator pedal to depress the accelerator when the signal turns blue. When the foot is released, the air pressure switching device (V2) operates and the on-off valve (V1) operates accordingly. Therefore, when the driver who releases his foot from the brake pedal steps on the accelerator and the engine speed increases, the on-off valve (V1) is closed and the idle orifice (G
a) is shut off. When the idle orifice (Ga) is in the cutoff state, the vibration of the high-speed rotating engine (low-amplitude and high-frequency vibration) is effectively attenuated by the elastic deformation of the elastic body (B).

When the idling orifice (Ga) is not in the shut-off state when the engine speed exceeds the idling rotation range (when a response delay occurs in the opening / closing operation of the idling orifice). However, the problem that the dynamic spring constant of the liquid-filled engine mount increases and the vibration noise level of the vehicle deteriorates occurs. However, in the first invention, as described above, the engine speed exceeds the idle speed range. When it becomes high, the orifice for idle (G
a) is shut off. That is, in the first invention, when the engine shifts from the idling rotation to the high-speed rotation, the opening / closing operation of the idling orifice is performed without delay with the change in the rotation speed of the engine. Therefore, it is possible to prevent the dynamic spring constant from increasing when a response delay occurs in the opening / closing operation. That is, the first invention can prevent a response delay when switching the idle orifice (Ga) from the communication state to the cutoff state.

(Second Invention) In the liquid-filled engine mount according to the second invention, in the first invention, the engine rotates in an idle rotation range and the brake switch (S
W) is provided with an idling-speed / brake-off state continuation time determining means (C4) for determining whether or not the continuation time of the OFF state is within a predetermined time, and the air pressure switching control means (C
5) operating the air pressure switching device (V2) so as to maintain the air pressure of the valve opening / closing air pressure chamber (A4) at the shutoff air pressure when the continuation time is within a predetermined time; When the duration time has passed the specified time,
The air pressure switching device (V2) is operated to maintain the air pressure of the valve opening / closing air pressure chamber (A4) at the communication air pressure.

(Operation of the Second Invention)
In the liquid-filled engine mount of the present invention, the idling rotation / brake off state duration determining means (C4) determines that the duration of the state where the engine is rotating in the idling rotation range and the brake switch (SW) is off is within a predetermined time. It is determined whether or not. When the continuation time is within a predetermined time, the air pressure switching control means (C5) controls the valve opening / closing air pressure chamber (A
The air pressure switching device (V2) is operated so as to maintain the air pressure of 4) at the shutoff air pressure, and the air pressure of the valve opening / closing air pressure chamber (A4) is maintained at the communication air pressure when the predetermined time has elapsed. The air pressure switching device (V2) is operated so as to perform the operation. That is, when the engine rotates in the idle rotation range and the duration of the state in which the brake switch (SW) is turned off exceeds a predetermined time, the vehicle is in a special state (for example, when an automatic vehicle releases the brake on an uphill and releases the brake). (Stopped state). In this case, since the engine may continue to rotate in the idle rotation range, the air pressure in the valve opening / closing air pressure chamber (A4) is set to the communication air pressure. At this time, the orifice for idle (Ga) is in a communicating state, and the liquid-filled engine mount is in a state suitable for absorbing vibration during idle rotation of the engine (idle rotation vibration absorption mode).

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, specific examples (embodiments) of the embodiments of the present invention will be described with reference to the drawings, but the present invention is not limited to the following embodiments. (Embodiment) FIG. 1 is an overall explanatory view of a liquid-filled engine mount according to an embodiment of the present invention. FIG. 2 is an enlarged explanatory view of a main part of the liquid-filled engine mount of the embodiment.
FIG. 2 is a sectional view taken along line II-II. FIG. 3 is an explanatory view of the same part as that of FIG. 2 and shows a state in which the lower end connection port of the idle orifice is opened.

In FIG. 1, an engine mount body M
Has an engine mounting member F1 to which an engine (not shown) is mounted, a vehicle body connecting member F2 connected to a vehicle body (not shown), and a rubber block B for connecting them. The rubber block B absorbs vibration transmitted between the engine mounting member F1 and the vehicle body connecting member F2 by elastic deformation. The engine mounting member F1 includes an engine-side block connecting member 1 connected to the rubber block B, an engine support plate 2 fixed to the upper end thereof, and an engine fixing member whose lower end is screwed to the engine-side block connecting member 1. Bolt 3.

The vehicle body connecting member F2 includes a vehicle body side block connecting member 6 connected to the rubber block B and a cylindrical vehicle body connecting member (a member connected to a vehicle body (not shown)) integrally connected to a lower end thereof. Have. The vehicle body side block connecting member 6 has an upper block connecting member 6a and a lower block connecting member 6b integrally connected.

1 to 3, the partition member G has an upper partition plate 8, an inner partition member 9, and a partition member main body 10 disposed therebetween, and the partition member main body 10 has a main body upper wall. It has a portion 11 and a cylindrical main body side wall portion 12 protruding downward from the outer peripheral portion of the lower surface thereof. The partition member G fills the space below the rubber block B with the upper main liquid chamber A.
1 and a sub-liquid chamber A2 on the lower side.

The upper end partition plate 8 is a circular plate supported on the upper end of the cylindrical vehicle body connecting member 7, and has an orifice upper end connection port 8a for idle and a constantly communicating orifice upper end connection port 8b. Inside partition member 9
Has an upper wall portion 9a joined to the lower surface of the main body upper wall portion 11 and a cylindrical side wall portion 9b joined to the inner peripheral surface of the cylindrical main body side wall portion 12, and the upper wall portion 9a has an idle at the center. An orifice lower end connection port 9c is formed, and a constantly communicating orifice lower end connection port 9d is formed in the side wall 9b.

FIG. 4 is an exploded view of the components of the partition member, and the partition member body shown in FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. FIG. 5 is a top view of the partition member main body, and the arrow V in FIG.
FIG. The partition member body 10 is an integrally molded product made of resin (made of an elastic material), and has an upper wall portion 11 and a cylindrical side wall portion 12. Upper wall 1 of partition member body 10
An orifice forming hole 11 for idling penetrates vertically.
The idle orifice forming hole 11a has a curved shape as viewed in a plan view as shown in FIG. 5, and one end (inner end) is disposed at the center of the partition member main body 10,
The other end (outer end) is located at a position closer to the outside from the center. A lower end of one end (inner end) of the idle orifice forming hole 11a having a curved shape in a plan view is connected to the idle orifice lower end connection port 9c, and an upper end of the other end (outer end) is an upper end of the idle orifice connection port. 8a. The idle orifice Ga (=) is formed by the idle orifice upper end connection port 8a, the idle orifice forming hole 11a and the idle orifice lower end connection port 9c.
8a + 11a + 9c). The idling orifice Ga is an orifice that connects the main liquid chamber A1 and the sub liquid chamber A2 when the engine rotates in an idle rotation range.

A linear groove 11b extending in the radial direction is formed on the upper surface of the upper wall portion 11, and an arc-shaped groove 11c having one end connected to the linear groove 11b and extending along the outer periphery is formed.
The other end of the arc-shaped concave groove 11c is connected to a connection hole 11d extending downward. An arc-shaped concave groove 12a is formed along the inner peripheral surface of the cylindrical side wall portion 12, and the arc-shaped concave groove 12a forms a liquid passage between itself and the side wall portion 9b of the inner partition member 9. One end of the arc-shaped concave groove 12a is connected to the connection hole 11d, and the other end is connected to the side wall opening 9d (see FIG. 1). The upper end of the linear groove 11b is always connected to the main liquid chamber A1 through the communication orifice upper end connection port 8b, and the side wall opening 9d is connected to the sub liquid chamber A2. The constantly communicating orifice upper end connection port 8b, the linear groove 11b, the arc groove 11c, the connection hole 11d extending downward, the arc groove 12a, and the side wall opening 9d (see FIG. 1) are sequentially connected. , Orifice Gb (= 8b + 11b + 11c + 11d + 12a) by means of these elements 8b, 11b, 11c, 11d, 12a and 9d.
+ 9d).

A cylindrical outer peripheral support member 16 fitted to the inner peripheral surface of the vehicle body connecting member 7 supports the outer peripheral surface of the cylindrical side wall portion 12. A ring-shaped bottom wall 16a is formed at the lower end of the outer peripheral support member 16. A communication port 16b (see FIGS. 2 and 3) is formed in the ring-shaped bottom wall 16a. A bottom plate 17 is supported on the ring-shaped bottom wall 16a. The bottom plate 17 is provided with an inclined tube 17a, a spring receiving seat 17b, and a notch 17c (see FIGS. 2 and 3) for communicating the upper surface side and the lower surface side of the bottom plate 17 with each other.

A communication port 21a is provided at the outer peripheral portion of the upper surface of the bottom plate 17.
(See FIGS. 2 and 3) A ring-shaped valve body support member 2 having
1 is supported. The valve body 22 having a lower end outer peripheral portion connected to the valve body support member 21 has a valve body side wall portion 22a made of rubber (made of an elastic material) and a valve body upper wall portion 22b. Between the upper surface of the ring-shaped valve body support member 21 and the lower end of the inner partition member 9, a lower end outer peripheral portion 23 of a diaphragm 23 is provided.
a is clamped and fixed. A central upper portion 23b of the diaphragm 23 is integrally connected to an upper surface of the valve body upper wall portion 22b. The valve 22 and the diaphragm 23 constitute an on-off valve V1 (= 22 + 23).

The sub liquid chamber A2 is formed between the partition member G and the diaphragm 23. An atmosphere communication chamber A3 is formed between the diaphragm 23 and the valve element 22.
The atmosphere communication chamber A3 communicates with the atmosphere through a communication port 21a (see FIGS. 2 and 3) formed in the valve body support member 21, a notch 17c in the bottom plate 17, and a communication port 16b in the outer peripheral support member 16. A valve opening / closing air pressure chamber A4 is formed between the valve body 22 and the bottom plate 17. A return spring 24 is disposed between the spring receiving seat 17b of the bottom plate 17 and the valve body upper wall 22b. The return spring 24 is provided on the valve body upper wall 22b.
In addition, the diaphragm center upper portion 23b is always lifted upward to act to always close the idle orifice lower end connection port 9c of the inner partition member 9. The valve opening / closing air pressure chamber A4 is connected to an electromagnetic switching valve V2 via an inclined pipe 17a and a pipe 26, and the switching valve V2 switches and connects the pipe 26 to an atmosphere or an intake pipe 27 which is a negative pressure source. .
The inclined pipe 17a and the pipe 26 form a pneumatic chamber connection path (17a + 26) that connects the valve opening / closing pneumatic chamber A4 and the switching valve V2.

FIG. 6 is a block diagram of a control section of a liquid-filled engine mount according to an embodiment of the present invention. The present invention relates to an AT vehicle having a shift lever for operating an automatic transmission. FIG. 4 is a block diagram of a control unit when applied to an (automatic transmission vehicle). In FIG. 6, a controller C includes an I / O (input / output interface) for inputting / outputting signals to / from external devices and adjusting input / output signal levels, and a ROM storing programs and data for performing necessary processing. (Read only memory), RA for temporarily storing necessary data
M (random access memory), a CPU (Central Processing Unit) that performs processing according to the program stored in the ROM, and a computer having a clock oscillator and the like, and executes the program stored in the ROM. This realizes various functions.

(Signal Input Elements Connected to Controller C) The controller C has the following signal input elements SN1, S
Signals are input from W, SNp, SNn, SNd, and SNr. SN1: Engine rotation speed sensor The engine rotation speed sensor SN1 detects the engine rotation speed and outputs a detection signal to the controller C. SW: Brake switch The brake switch SW detects whether the vehicle's brake switch SW is on (the brake pedal is depressed) or off (the brake pedal is not depressed) and outputs a detection signal to the controller C. I do.

SNp: Parking Range Sensor The parking range sensor SNp detects whether the shift lever is in the parking range and outputs a detection signal to the controller C. SNn: neutral range sensor The neutral range sensor SNn detects whether the shift lever is in the neutral range and outputs a detection signal to the controller C. SNd: drive range sensor The drive range sensor SNd detects whether or not the shift lever is in the drive range, and outputs a detection signal to the controller C. SNr: Reverse Range Sensor The reverse range sensor SNr detects whether the shift lever is in the reverse range and outputs a detection signal to the controller C.

(Control elements connected to controller C)
Further, the controller C is connected to the next control element D. D: Switching Valve Drive Circuit The switching valve drive circuit D operates the electromagnetic switching valve V2 in response to a control signal from the controller C to switch the air pressure of the valve opening / closing air pressure chamber A4 to atmospheric pressure or negative pressure. The on-off valve V1 is closed when the air pressure in the valve opening / closing air pressure chamber A4 is atmospheric pressure, and is opened when the air pressure is negative pressure.

(Function of Controller C) Controller C
Performs a process according to the input signals from the signal output elements SN1 and SW to execute the switching valve drive circuit (control element).
It has a function of outputting a D control signal. That is,
The controller C has the following functions. C1: Engine rotation speed discrimination means The engine rotation speed discrimination means C1 has an idle rotation speed storage means C1a, and the engine rotation speed is changed to the idle rotation speed in accordance with an input signal (detection speed signal) from the engine rotation speed sensor SN1. It is determined whether the rotation speed is higher or higher than the high rotation speed range. C1a: Idle speed range storage means The idle speed range storage means C1a stores the set idle speed range of the engine. C2: Brake switch on / off state discrimination means Brake switch on / off state discrimination means C2 turns on / off the brake according to the on / off state of the brake switch SW (whether the brake is on or off). Is determined.

C3: Shift lever range discriminating means The shift lever range discriminating means C3 is provided with a shift lever (shown in the figure) according to input signals from the parking range sensor SNp, the neutral range sensor SNN, the drive range sensor SNd, and the reverse range sensor SNr. ) Is the stop range (neutral N or parking P). C4: Idle-speed / running-range / brake-off-state duration determining means C4 has a timer TM, and the shift lever operates when the idle lever rotates in the idling range. (Drive D or reverse R) and whether or not the duration of the state where the brake switch SW is turned off has passed a predetermined set time. TM: Timer The timer TM is reset when the engine is running in the idle speed range and the vehicle speed is low, when the shift lever is in the stop range (the range of neutral N or parking P), or when the brake switch SW is on. Is done. The timer TM measures the time during which the shift lever continues to be in the travel range (the range of the drive D or the reverse R) when the engine is rotating in the idle rotation range and the vehicle speed is low.

C5: Pneumatic pressure switching control means The pneumatic pressure switching control means C5 converts the air pressure of the valve opening / closing air pressure chamber into a communication air pressure (negative pressure) or a shutoff air pressure (atmospheric pressure).
Means for controlling the operation of the switching valve (pneumatic pressure switching device) V1 in order to maintain
5a to C5d. C5a: Valve opening / closing pneumatic chamber A when the engine rotates in the idle rotation range and the brake switch SW is turned off.
Means for operating the switching valve V2 so as to maintain the air pressure of No. 4 at the shutoff air pressure (atmospheric pressure). C5b: The valve opening / closing air pressure chamber A when the engine is rotating in the idle rotation range and the shift lever is in the stop range (neutral N or parking P range).
Means for operating the switching valve V2 so as to maintain the air pressure of No. 4 at the communication air pressure (negative pressure). C5c: The engine is rotating in the idle speed range and the shift lever is in the running range (drive D or reverse R).
Means for operating the switching valve V2 so as to maintain the air pressure of the valve opening / closing air pressure chamber A4 at the communication air pressure (negative pressure) when the brake switch SW is turned on in the state of (1). C5d: When the idling rotation / continuation time of the brake-off state is within a predetermined time, the switching valve V is controlled so that the air pressure of the valve opening / closing air pressure chamber A4 is maintained at the shutoff air pressure (atmospheric pressure).
Means for activating 2.

(Operation of the Embodiment) In the embodiment of the liquid-filled engine mount having the above-described structure, the idle orifice Ga is kept in communication when the engine rotates in the idle rotation range. At this time, the liquid flowing between the main and sub liquid chambers (A1 and A2) through the idle orifice Ga of the engine mount body M, and the vibration of the engine rotating in the idle rotation region due to the elastic deformation of the elastic body B are reduced. Attenuated or absorbed. Also, when the engine rotates in a high speed range beyond the idle speed range,
The idle orifice Ga is kept in the cutoff state. At this time, since the liquid cannot flow through the idle orifice Ga, the vibration of the high-speed rotating engine is attenuated or absorbed by the elastic deformation of the elastic body B. When an extremely large amplitude vibration such as a car shake is generated, the vibration is attenuated by the constant flow of the liquid through the communication orifice Gb.

(Explanation of Flowchart) FIG. 7 is a flow chart of the liquid-filled engine mount control of the embodiment. The processing of each ST (step) in the flowchart of FIG. 7 is performed according to a program stored in the ROM of the controller C. The processing of this flowchart is started simultaneously with the start of the engine. FIG.
In ST1 (step 1), it is determined whether or not the engine is rotating in a high rotation range. This determination is based on the idling speed range (idling speed range storage means C) in which the engine speed detected by the engine speed sensor SN1 is set.
1a is determined. In the case of YES (Y) in the above ST1 (in the case of high engine speed), the process proceeds to ST3. In ST3, the switching valve V2 is turned off, and the on-off valve V1 is shut off. When the on-off valve V1 is shut off, the liquid-filled engine mount is in a state suitable for absorbing vibration during high-speed rotation of the engine (high-speed rotation vibration absorption mode). In the case of No (N) in ST1, the process moves to ST2. In ST2, it is determined whether the vehicle speed is high. In the case of YES (Y) (high speed) in ST2, the process proceeds to ST3. If no (N), the process moves to ST4.

In ST4, it is determined whether or not the shift lever is in a stop range (either neutral N or parking P). If no (N), that is, if the shift lever is in the travel range (either the drive D or the reverse R range), the process proceeds to ST5. In ST5, the brake switch SW (FIG. 6)
) Is turned on. If yes (Y) in ST5 (the engine speed is in the idle speed range, the vehicle speed is low, the shift lever travel range, the brake switch S
If W is on) and if the answer is YES (Y) in ST4 (the engine speed is in the idle speed range, the vehicle speed is low, and the shift lever is in the stop range), the process proceeds to ST6. In ST6, the timer TM is set (or reset). Next, in ST7, the switching valve V2 is turned on to bring the on-off valve V1 into a communicating state. When the on-off valve V1 is in the communicating state, the idling orifice Ga is in the communicating state, and the liquid-filled engine mount is in a state suitable for absorbing the vibration of the engine rotating in the idle rotation range (idle rotation vibration absorption mode). Becomes After the ST7, the S
Return to T1.

In the case of no (N) in ST5, S
Move to T8. In ST8, it is determined whether or not the timer TM has expired. Immediately after the brake switch SW is turned off from on, the timer TM has not timed out, so the result of the above ST8 is NO (N). If no (N), the process proceeds to ST3. After ST3, the ST
Return to 1. The case of NO (N) in ST5 is the case where the engine speed is in the idling range, the vehicle speed is low, the shift lever travel range, and the brake switch SW (see FIG. 6) is off. In this case, since the accelerator is usually depressed immediately, the engine should rotate at high speed before a short predetermined time (time set or reset in the timer TM) elapses. However, there are cases in which the high-speed rotation does not occur after the time set in the timer TM elapses (for example, the state in which the automatic vehicle is stopped with the brake released on an uphill and continued). In that case, the answer is yes (Y) in ST8.

If the answer is YES (Y) in ST8 (timer TM has timed out), the engine speed is reduced,
This means that the continuation time of the low vehicle speed, the shift lever travel range, and the state in which the brake switch SW is turned off (the state in which the engine is supposed to rotate at high speed in a short time) has exceeded a predetermined time. In such a case, the process proceeds to ST7 to set the vibration absorption mode to the vibration absorption mode during idling rotation. In ST7, as described above, the switching valve V2 is turned on, and the on-off valve V1 is brought into the communicating state. When the on-off valve V1 is in the communication state, the idle orifice Ga is in the communication state, and the liquid-filled engine mount is in the idle rotation vibration absorption mode in which the engine vibration during the idle rotation is absorbed.

FIG. 8 is a diagram showing an example of a conventional engine mount control flow for explaining the difference between the embodiment of the present invention and the prior art. In FIG. 8, in ST11, it is determined whether or not the engine is rotating in a high rotation range. If no (N), proceed to ST12, yes (Y)
In the case of, the process proceeds to ST13. In ST12 and ST13, the same processing as in ST7 and ST3 in the above embodiment is performed. This FIG.
In the prior art shown in (1), since the switching valve is operated after the engine rotation speed reaches a predetermined speed, the switching of the liquid-filled engine mount from the idle rotation vibration absorption mode to the high speed vibration absorption mode is delayed ( Response is delayed). However, in the liquid-filled engine mount of the present embodiment, the switching valve V2 is operated when the driver of the vehicle releases his / her foot from the brake pedal to move his / her foot from the brake pedal to the accelerator pedal. The mount is switched from the vibration absorption mode during idle rotation to the vibration absorption mode during high-speed rotation. For this reason, the response delay can be prevented.

Further, when the driver of the vehicle releases his / her foot from the brake pedal as in the embodiment, switching from the vibration absorption mode at idle rotation to the vibration absorption mode at high speed rotation of the liquid-filled engine mount is performed. In this case, if the engine does not rotate at high speed even after the lapse of a predetermined time, the mode is automatically returned to the vibration absorption mode during idle rotation. Therefore, the liquid-filled engine mount can be set to an appropriate vibration absorption mode according to the state of the vehicle without holding the liquid-filled engine mount in the high-speed rotation vibration absorption mode (wrong mode) for a long time when the engine is idling. .

(Modifications) Although the embodiments of the present invention have been described in detail, the present invention is not limited to the above-described embodiments, but falls within the scope of the present invention described in the appended claims. Thus, various changes can be made. Modified embodiments of the present invention will be exemplified below. (1) The present invention is applicable to an MT vehicle (manual transmission vehicle) instead of an AT vehicle (automatic transmission vehicle).

[0039]

The liquid-filled engine mount of the present invention described above responds to a switching operation for switching the openable and closable idle orifice connecting between the main and sub liquid chambers of the liquid-filled engine mount between a communicating state and a blocking state. The delay can be reduced.

[Brief description of the drawings]

FIG. 1 is an overall explanatory view of a liquid-filled engine mount according to an embodiment of the present invention.

FIG. 2 is an explanatory view of a main part of the liquid-filled engine mount of the embodiment, and is a cross-sectional view taken along the line II-II of FIG.

FIG. 3 is an explanatory view of the same part as in FIG. 2 and shows a state in which a lower end connection port of an idle orifice is opened.

FIG. 4 is an exploded view of components of the partition member.
Is a sectional view taken along the line IV-IV in FIG. 5.

FIG. 5 is a top view of the partition member main body, as viewed from the arrow V in FIG. 4;

FIG. 6 is a block diagram of a control unit of an embodiment of a liquid-filled engine mount according to the present invention. The present invention is applied to an AT vehicle (automatic transmission vehicle) having a shift lever for operating an automatic transmission. It is a block diagram of a control part in the case.

FIG. 7 is a flowchart of a liquid-filled engine mount control of the embodiment.

FIG. 8 is a diagram showing an example of a conventional engine mount control flow for explaining the difference between the embodiment of the present invention and the conventional technology.

[Explanation of symbols]

A1: Main liquid chamber, A2: Sub liquid chamber, A4: Pneumatic chamber for opening and closing valves, B: Elastic body (elastic block), C1: Engine rotational speed discriminating means, C2: Brake switch on / off state discriminating means, C3 ... Shift lever range determining means, C4
... idling time / brake-off state continuation time discriminating means, C5 ... pneumatic pressure switching control means, Gb ... constant communication orifice, Ga ... idling orifice, M ... engine mount body, V1 ... open / close valve, V2 ... pneumatic pressure switching device (switching) (Valve), 27: negative pressure source (intake pipe), (17a + 26): pneumatic chamber connection path.

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Ryuji Sato 1-4-1 Chuo, Wako-shi, Saitama Prefecture Inside of Honda R & D Co., Ltd. (72) Inventor Hajime Igami 1-4-1 Chuo, Wako-shi, Saitama Shares (56) References JP-A-5-223139 (JP, A) JP-A-7-197989 (JP, A) JP-A-8-320048 (JP, A) JP-A-10-246277 ( JP, A) (58) Field surveyed (Int. Cl. ⁷ , DB name) F16F 13/26 B60K 5/12

Claims (2)

(57) [Claims] 1. A main liquid chamber in which a part of a chamber wall is formed by an elastic body that supports an engine and deforms with the vibration of the engine and a liquid is sealed therein, a sub liquid chamber, and the two liquid chambers. An idle orifice that communicates between the chambers when the engine rotates in an idle rotation range, an on-off valve that opens and closes the orifice, and a valve opening and closing air pressure chamber that opens and closes the on-off valve by changing air pressure. An engine mount body that absorbs vibration of the engine by elastic deformation of the elastic body and flow of liquid passing through the idle orifice; and Air pressure switching for switching between a communication air pressure for communicating between the main and sub liquid chambers and a shutoff air pressure for closing the main and sub liquid chambers by closing the on-off valve. An engine rotation speed determination unit that determines whether the rotation speed of the engine is in the idle rotation region; a brake switch on / off state determination unit that determines an on / off state of a brake switch; Air pressure switching control means for controlling the operation of the air pressure switching device to maintain the air pressure of the opening / closing air pressure chamber at the communication air pressure or the shutoff air pressure, wherein the engine rotates in an idle rotation range and a brake switch is provided. When on, the air pressure of the valve opening / closing air pressure chamber is maintained at the communication air pressure, and when the brake switch is turned off from on, the air pressure of the valve opening / closing air pressure chamber is maintained at the shutoff air pressure. A liquid-filled engine mount comprising: the air pressure switching control means for operating the air pressure switching device. 2. An idle rotation / brake-off state duration determining means for determining whether or not the duration of the state where the engine is rotating in an idle rotation range and the brake switch is off is within a predetermined time. The air pressure switching control means, when the duration is within a predetermined time, activates the air pressure switching device so as to maintain the air pressure of the valve opening / closing air pressure chamber at the shutoff air pressure, and performs the duration time. 2. The liquid-filled engine mount according to claim 1, wherein when a predetermined time has elapsed, the air pressure switching device is operated so as to maintain the air pressure of the valve opening / closing air pressure chamber at the communication air pressure.