JP2005083529A - Actuator drive controller for active vibration isolator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To cancel a vibration of a drive shaft by using an active vibration isolator that blocks an engine vibration.
Control based on an engine vibration state estimated from a crank pulse of the engine E when controlling an active vibration isolating support device M so as to suppress transmission of vibration of an output shaft of the engine E and the transmission T; By switching between the control based on the vibration state of the output shaft estimated from the output shaft pulse of the transmission T, the main vibration of the vibration of the output shaft of the engine and the transmission is effectively suppressed, and the vibration isolation effect is enhanced. Can do. For example, when the magnitude of the vibration of the output shaft of the transmission T exceeds a predetermined value, or when the frequency of the vibration of the output shaft of the transmission is in the resonance frequency region, the control is performed from the actuator control based on the vibration state of the engine. Switch to actuator control based on the vibration state of the output shaft.
[Selection] Figure 1

Description

  The present invention relates to an actuator drive control device for an active vibration isolation support device in which a control means controls an actuator for vibration isolation in order to suppress transmission of vibrations of an engine and a drive shaft.

  The crank angular speed is calculated from the time interval of the crank pulse output at each predetermined rotation angle of the crankshaft, the crankshaft torque is calculated from the crank angular acceleration obtained by time differentiation of the crank angular speed, and the vibration state of the engine is calculated as the amount of torque fluctuation. Patent Document 1 below discloses an active vibration isolator that estimates the above and controls the energization of the coil of the actuator according to the vibration state of the engine to exert the vibration isolating function.

By the way, it is not only the vibration of the engine that causes the booming noise of the automobile, but also the vibration of the drive system coupled to the engine causes the booming noise. The latter noise is generated mainly due to torsional resonance of the drive system including the transmission and resonance of the suspension system including the tire when a large load is applied when the engine rotates at a low speed. Conventionally, in order to suppress this resonance, a two-mass type flywheel and a torsional damper are provided between the engine and the transmission.
JP 2003-113892 A

  However, if a two-mass type flywheel or torsional damper is installed to suppress the noise caused by the vibration of the drive train including the transmission, the number of parts increases, resulting in an increase in cost and weight. In addition, there is a problem that the layout of the engine and transmission is restricted.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to make it possible to cancel the vibration of the drive shaft by using an active vibration isolator that blocks the vibration of the engine.

  To achieve the above object, according to the first aspect of the present invention, an active vibration isolating support device in which the control means controls the vibration isolating actuator so as to suppress transmission of vibrations of the engine and the drive shaft. The actuator drive control apparatus according to claim 1, wherein the control means controls the actuator based on the engine vibration state estimated from the engine crank pulse and the actuator control based on the drive shaft vibration state estimated from the drive shaft rotation pulse. An actuator drive control device for an active vibration-proof support device is proposed.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, when the magnitude of the vibration of the drive shaft is equal to or greater than a predetermined value, the control means An actuator drive control device for an active vibration-proof support device is proposed, characterized in that the control is switched from control to actuator control based on the vibration state of the drive shaft.

  According to a third aspect of the invention, in addition to the configuration of the first aspect, the control means controls the actuator based on the vibration state of the engine when the vibration frequency of the drive shaft is in a predetermined region. An actuator drive control device for an active vibration isolating support device is proposed, characterized in that the control is switched to the actuator control based on the vibration state of the drive shaft.

  According to the fourth aspect of the present invention, there is provided an actuator drive control device for an active vibration isolation support device in which the control means controls the vibration isolation actuator to suppress transmission of vibrations of the engine and the drive shaft. The control means controls the actuator based on the engine vibration state estimated from the engine crank pulse and the drive shaft vibration state estimated from the drive shaft rotation pulse. An actuator drive control device for a vibration support device is proposed.

  According to the fifth aspect of the invention, in addition to the configuration of the fourth aspect, the control means weights and adds the vibration state of the engine and the vibration state of the drive shaft, and based on the added value. An actuator drive control device for an active vibration isolating support device is proposed, which is characterized by controlling the actuator.

  The electronic control unit U of the embodiment corresponds to the control means of the present invention, and the output shaft of the transmission T of the embodiment corresponds to the drive shaft of the present invention.

  According to the configuration of the first aspect, when controlling the actuator of the active vibration isolating support device to suppress the transmission of vibrations of the engine and the drive shaft, the actuator based on the vibration state of the engine estimated from the crank pulse of the engine is used. By switching between control and actuator control based on the vibration state of the drive shaft estimated from the rotation pulse of the drive shaft, the main vibration of the engine and drive shaft vibrations can be effectively damped to provide a vibration isolation effect. Can be increased.

  According to the configuration of the second aspect, when the magnitude of the vibration of the drive shaft is greater than or equal to a predetermined value, the control of the actuator based on the vibration state of the engine is switched to the control of the actuator based on the vibration state of the drive shaft. Both vibrations of the drive shaft can be effectively suppressed.

  According to the configuration of the third aspect, when the vibration frequency of the drive shaft is in a predetermined region, the control of the actuator based on the vibration state of the engine is switched to the control of the actuator based on the vibration state of the drive shaft. Both vibrations of the shaft can be effectively suppressed.

  According to the configuration of the fourth aspect, when the actuator of the active vibration isolating support device is controlled to suppress the transmission of vibrations of the engine and the drive shaft, the vibration state of the engine estimated from the crank pulse of the engine, the drive shaft By controlling the actuator based on the vibration state of the drive shaft estimated from the rotation pulse, it is possible to effectively suppress both vibration of the engine and the drive shaft and enhance the vibration isolation effect.

  According to the configuration of the fifth aspect, the vibration state of the engine and the vibration state of the drive shaft are respectively weighted and added, and the actuator is controlled based on the added value, so that the sum of vibrations of the engine and the drive shaft is maximized. Can be reduced.

  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 a first embodiment of the present invention. FIG. 1 is a block diagram of a vibration damping control system for an engine and a transmission, FIG. 2 is a longitudinal sectional view of an active vibration isolating support device, and FIG. 2 is a sectional view taken along the line 3-3 in FIG. 2, FIG. 4 is a sectional view taken along the line 4-4 in FIG. 2, FIG. 5 is an enlarged view of the main part of FIG. Is a diagram showing the vibration transmission amount when there is no influence of the vibration of the drive system, FIG. 8 is a diagram showing the vibration transmission amount when there is the influence of the vibration of the drive system, and FIG. It is a figure which shows the vibration transmission amount at the time of controlling based on this.

  As shown in FIG. 1, the integrated engine E and transmission T are elastically supported by the vehicle body frame F via front and rear active vibration isolators M and M. The electronic control unit U that controls the operation of the active vibration isolators M and M includes a rotation fluctuation calculating unit 1, a control waveform determining unit 2, and two drivers 3 and 4. A crank pulse sensor Sa and an output shaft pulse sensor Sb are connected to the rotation fluctuation calculating means 1, and the crank pulse sensor Sa detects and outputs a crank pulse output at every predetermined rotation angle of the crankshaft of the engine E. The shaft pulse sensor Sb detects an output shaft pulse output at every predetermined rotation angle of the output shaft of the transmission T.

  The rotation fluctuation calculating means 1 of the electronic control unit U calculates the angular speed of the crankshaft from the time interval of the crank pulse, and multiplies the angular acceleration obtained by time-differentiating the angular speed by the moment of inertia around the crankshaft of the engine E. Torque is calculated. Then, the maximum value and the minimum value of the torques that are temporally adjacent are determined, and the vibration state (amplitude) of the engine E is calculated as a deviation between the maximum value and the minimum value of the torque, that is, the amount of torque fluctuation. Similarly, the rotation fluctuation calculating means 1 of the electronic control unit U calculates the angular velocity of the output shaft of the transmission T from the time interval of the output shaft pulse, and obtains the inertia around the output shaft of the transmission T to the angular acceleration obtained by time differentiation of the angular velocity. Multiply the moment to calculate the output shaft torque. Then, the maximum value and the minimum value of the torques that are temporally adjacent are determined, and the vibration state (amplitude) of the output shaft of the transmission T is calculated as the deviation between the maximum value and the minimum value of the torque, that is, the amount of torque fluctuation.

  The control waveform determining means 2 of the electronic control unit U determines the control waveform of the current supplied to the actuators of the front and rear active vibration isolators M and M based on the vibration state of the engine E and the vibration state of the output shaft of the transmission T. Then, the front and rear active vibration isolators M and M are driven through drivers 3 and 4, respectively.

  Next, the structure of the active vibration isolator M will be described with reference to FIGS. Since the front and rear active vibration isolators M and M have the same structure, the structure of one active vibration isolator M will be described as a representative example.

  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. 3).

  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. 4).

  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 closed and cannot exhibit the vibration isolation function, the actuator 29 is driven to exhibit the vibration isolation function.

  Next, a control method of the actuator 29 of the active vibration isolating support apparatus M will be described based on the flowchart of FIG.

  First, in step S1, the rotational fluctuation calculating means 1 of the electronic control unit U calculates the magnitude of rotational fluctuation of the drive system (transmission T), that is, the magnitude of vibration from the output shaft pulse of the transmission T in the above-described procedure. If the magnitude of the rotational fluctuation is not greater than or equal to the predetermined value in the subsequent step S2, that is, if the vibration of the engine E is the main vibration, the actuators 29 of the active vibration isolators M and M based on the crank pulse signal in step S3. , 29 are controlled to exhibit the vibration-proof function. On the other hand, if the magnitude of the rotational fluctuation is greater than or equal to the predetermined value in step S2, that is, if the vibration of the output shaft of the transmission T is the main vibration, the active vibration isolator is based on the output shaft pulse signal in step S4. The vibration control function is exhibited by controlling the M and M actuators 29 and 29.

  Next, the vibration control effect by the above control will be described with reference to FIGS.

  FIG. 7 shows the case where there is no influence of the vibration of the output shaft of the transmission T. When the active vibration isolators M and M are not controlled, as shown in FIG. The vector sum of vibrations transmitted through the device M, the rear active vibration isolator M and other mounts is large. On the other hand, when the active vibration isolators M and M are controlled, the vibration transmitted through the active vibration isolators M and M is reduced as shown in FIG. It can be seen that the vector sum of vibrations transmitted through the active vibration isolator M, the rear active vibration isolator M, and other mounts is reduced, and an effective vibration damping function is exhibited.

  FIG. 8 shows a case where there is an influence of vibration of the output shaft of the transmission T. When the active vibration isolators M are not controlled, as shown in FIG. The vector sum of the vibration transmitted through the device M, the rear active vibration isolator M and other mounts, and the vibration caused by the transmission T is larger than that in the case of FIG. Become a thing. On the other hand, when the active vibration isolators M and M are controlled based on the crank pulse, the vibration transmitted through the active vibration isolators M and M is small as shown in FIG. However, since the vibration caused by the transmission T does not change, the vector sum of the active vibration isolator M on the front side, the rear active vibration isolator M and other mounts, and the vibration caused by the transmission T is Compared to the case of FIG. This is because the active vibration isolators M and M are controlled based on the crank pulse even though the vibration caused by the transmission T is large.

  FIG. 9 shows the vibration damping effect when the active vibration isolators M and M are controlled based on the output shaft pulse of the transmission T when there is an influence of the vibration of the output shaft of the transmission T. FIG. 9A corresponds to the case where the rear active vibration isolator M is controlled based on the output shaft pulse, and the vibration caused by the transmission T is canceled by the rear active vibration isolator M. The vector sum of the vibrations caused by the transmission T due to the active vibration isolator M on the front side, the active vibration isolator M on the rear side, and other mounts, and the vibration caused by the transmission T is significantly improved. Yes. Similarly, FIG. 9B corresponds to the case where the front active vibration isolator M is controlled based on the output shaft pulse, and the vibration caused by the transmission T is canceled by the front active vibration isolator M. The vector sum of the vibration caused by the transmission T and the active vibration isolator M on the front side, the active vibration isolator M on the rear side, and other mounts and the vibration caused by the transmission T is remarkably improved as compared with the case of FIG. ing.

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

  In the first embodiment, the active vibration isolators M and M are controlled based on the output shaft pulse when the vibration of the output shaft of the transmission T is equal to or greater than a predetermined value. In the second embodiment, the transmission T The control based on the crank pulse and the control based on the output shaft pulse are switched based on whether or not the rotation frequency is in the resonance region.

  That is, if the rotational frequency of the output shaft of the transmission T is not the drive system resonance frequency region (for example, 40 to 50 Hz) in step S11, it is determined that the influence of the vibration of the output shaft of the transmission T is small, and the crank pulse is determined in step S12. Based on the above, the active vibration isolators M are controlled. On the other hand, if the rotation frequency of the output shaft of the transmission T is in the resonance frequency region of the drive system in step S11, it is determined that the influence of the vibration of the output shaft of the transmission T is large, and the active based on the output shaft pulse in step S13 The mold vibration control devices M and M are controlled.

  Thus, the second embodiment can achieve the same effects as those of the first embodiment.

  Next, a third embodiment of the present invention will be described.

  In the first and second embodiments, the control of the active vibration isolators M and M based on the crank pulse and the control of the active vibration isolators M and M based on the output shaft pulse are switched. In the third embodiment, The control of the active vibration isolators M and M based on the crank pulse and the control of the active vibration isolators M and M based on the output shaft pulse are used simultaneously.

That is, when the crankshaft rotation fluctuation is Δθ1 (t), the output shaft rotation fluctuation is Δθ2 (t), the crankshaft rotation fluctuation weighting coefficient is α, and the output shaft rotation fluctuation weighting coefficient is β,
Composite variation parameter = α · Δθ1 (t) + β · Δθ2 (t)
Is calculated, and the active vibration isolators M and M are controlled based on the combined fluctuation parameter. The weighting coefficients α and β are changed according to the crankshaft rotation speed, the output shaft rotation speed, the transmission gear speed stage, the slip ratio of the torque converter, and the like.

  According to the third embodiment, both vibrations of the output shaft of the engine E and the transmission T can be effectively suppressed, and the total sum of the vibrations can be reduced to the maximum.

  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, the active vibration-proof support device M is not limited to a liquid-sealed device, and may use a piezo element.

  The drive shaft of the present invention is not limited to the output shaft of the transmission T, and may be a propeller shaft or an axle.

Block diagram of engine and transmission damping control system Longitudinal section of active vibration isolator 3-3 sectional view of FIG. Sectional view along line 4-4 in FIG. 2 is an enlarged view of the main part of FIG. Flowchart for explaining the operation of the first embodiment The figure which shows the amount of vibration transmission when there is no influence of the vibration of the drive system A diagram showing the amount of vibration transmission when there is an influence of vibration in the drive system The figure which shows the amount of vibration transmission when an active type vibration isolator is controlled based on an output axis pulse Flowchart for explaining the operation of the second embodiment

Explanation of symbols

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

Claims (5)

An actuator drive control device for an active vibration isolation support device in which the control means (U) controls the vibration isolation actuator (29) in order to suppress transmission of vibrations of the engine (E) and the drive shaft,
The control means (U) is based on the control of the actuator (29) based on the vibration state of the engine (E) estimated from the crank pulse of the engine (E) and the vibration state of the drive shaft estimated from the rotation pulse of the drive shaft. An actuator drive control device for an active vibration-proof support device, wherein the control of the actuator (29) can be switched.   The control means (U) controls the actuator (29) based on the vibration state of the drive shaft from the control of the actuator (29) based on the vibration state of the engine (E) when the magnitude of the vibration of the drive shaft is a predetermined value or more. The actuator drive control device for an active vibration-proof support device according to claim 1, wherein the control is switched to control of   The control means (U) controls the actuator (29) based on the vibration state of the drive shaft from the control of the actuator (29) based on the vibration state of the engine (E) when the vibration frequency of the drive shaft is in a predetermined region. The actuator drive control device for an active vibration-proof support device according to claim 1, wherein the actuator drive control device is switched to control. An actuator drive control device for an active vibration isolation support device in which the control means (U) controls the vibration isolation actuator (29) in order to suppress transmission of vibrations of the engine (E) and the drive shaft,
The control means (U) controls the actuator (29) based on the vibration state of the engine (E) estimated from the crank pulse of the engine (E) and the vibration state of the drive shaft estimated from the rotation pulse of the drive shaft. An actuator drive control device for an active vibration isolating support device. The control means (U) weights and adds the vibration state of the engine (E) and the vibration state of the drive shaft, respectively, and controls the actuator (29) based on the added value. 5. An actuator drive control device for an active vibration-proof support device according to 4.

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