JP2012042022A - Engine mount system - Google Patents
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- 238000004804 winding Methods 0.000 claims description 4
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- 230000005284 excitation Effects 0.000 description 3
- WABPQHHGFIMREM-UHFFFAOYSA-N lead(0) Chemical compound [Pb] WABPQHHGFIMREM-UHFFFAOYSA-N 0.000 description 3
- 239000007788 liquid Substances 0.000 description 3
- 230000002238 attenuated effect Effects 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 230000001747 exhibiting effect Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 241001247986 Calotropis procera Species 0.000 description 1
- 238000010521 absorption reaction Methods 0.000 description 1
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- 238000006243 chemical reaction Methods 0.000 description 1
- 230000008094 contradictory effect Effects 0.000 description 1
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- 239000013013 elastic material Substances 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
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- 239000007769 metal material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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Abstract
Description
この発明は、ばね定数の大きさが互いに異なる二種類の弾性ブッシュの相互を、連結ロッドで連結したトルクロッドによって、エンジンを車体側に連結してなるエンジンマウントシステムに関し、とくには、エンジン側からの入力振動の、車体側への伝達を有効に防止する技術を提案するものである。 The present invention relates to an engine mount system in which an engine is connected to a vehicle body side by a torque rod in which two types of elastic bushes having different spring constants are connected to each other by a connecting rod. Is proposed to effectively prevent the transmission of the input vibration to the vehicle body side.
自動車等の車両では、走行時の優れた乗り心地性および音振動性能の両立を実現するため、振動発生源であるエンジン単体、あるいはエンジンとトランスミッション等を一体化したパワープラント（この出願では、単に「エンジン」という）の、車体側への取付けに際して、車両の特性に応じた様々なマウント方式が存在する。 In vehicles such as automobiles, in order to achieve both excellent ride comfort and sound and vibration performance during driving, the engine itself, which is a vibration source, or a power plant in which the engine and transmission are integrated (in this application, simply When mounting an "engine" on the vehicle body side, there are various mounting methods according to the characteristics of the vehicle.
かかるマウント方式の一つとしてのペンデュラム方式は、主として、ＦＦ型式の前輪駆動の小型車両で採用されており、複数のマウント、たとえばライトおよびレフトの二つのマウントで、エンジンを振子のように弾性支持するとともに、エンジンの、ロール軸周りの変位を抑制すべく、特許文献１に記載されたようなトルクロッドで、エンジンと車体側部材とを連結するものである。 The pendulum system, which is one of the mounting systems, is mainly used in FF-type front-wheel drive small vehicles, and supports the engine elastically like a pendulum with multiple mounts, for example, two mounts, right and left. In addition, in order to suppress displacement of the engine around the roll axis, the engine and the vehicle body side member are connected with a torque rod as described in Patent Document 1.
このようにエンジン側と車体側との間に配置したトルクロッドには、車両の乗り心地性の向上の観点から、アイドリング時、定常走行時等の、エンジン自体の加振作用に基く比較的小さな振動に対しては低い剛性を発揮して、その入力振動の、車体側への伝達を抑制する一方で、車両の急激な加減速時に、エンジンに作用する駆動反力等の、エンジンへの大きな入力に対しては高い剛性を発揮して、エンジンの変位量を低減させるという背反する二つの機能が要求される。 In this way, the torque rod arranged between the engine side and the vehicle body side is relatively small based on the excitation action of the engine itself during idling and steady running from the viewpoint of improving the ride comfort of the vehicle. While exhibiting low rigidity against vibration, it suppresses transmission of the input vibration to the vehicle body, while driving reaction force acting on the engine when the vehicle suddenly accelerates or decelerates is large. Two contradictory functions of exhibiting high rigidity for input and reducing engine displacement are required.
かかる要求の下、特許文献２には、「前記ロッド本体における長手方向の中間部分に位置して壁部の一部が可撓性膜で構成されることにより容積変化が許容される平衡室を形成して、該平衡室に前記非圧縮性流体を充填すると共に、該平衡室を前記流体室に連通せしめるオリフィス通路を形成して、且つ、該オリフィス通路の少なくとも一部が該ロッド本体内部のスペースを利用して形成されるようにした流体封入式の防振連結ロッド」が提案されており、この「防振連結ロッド」によれば、「振動入力時には、この平衡室と、ゴムブッシュの内部に形成された流体室との間で、オリフィス通路を通じての流体流動が生ぜしめられて、かかる流体の共振作用等の流動作用に基づいて防振効果が発揮されることとなる」としている。 Under such a requirement, Patent Document 2 states that “an equilibrium chamber in which a change in volume is allowed by a part of a wall portion being formed of a flexible film located in an intermediate portion in the longitudinal direction of the rod body. Forming an orifice passage that fills the equilibrium chamber with the incompressible fluid and communicates the equilibrium chamber with the fluid chamber, and at least a portion of the orifice passage is disposed within the rod body. A fluid-filled anti-vibration connecting rod that is formed using a space has been proposed. According to the anti-vibration connecting rod, the balance chamber and the rubber bush The fluid flow through the orifice passage is generated between the fluid chamber formed in the inside and the vibration isolation effect is exhibited based on the fluid action such as the resonance action of the fluid.
しかるに、特許文献２に記載された「防振連結ロッド」は、振動の入力時に、平衡室および流体室の内部に封入した非圧縮性液体を、それらの両液室の相互を連通するオリフィス通路内で流動させることにより、液柱共振、流動抵抗等に基いて、入力振動を減衰させるものであることから、入力振動の振幅の大小や、周波数の高低によっては、振動を十分に減衰させることができないことがあり、とくに高い周波数の振動が入力されると、オリフィス通路内で非圧縮性液体のいわゆる目詰まり状態が生じて所望の防振および振動減衰機能を発揮できなくなり、それ故に、この「防振連結ロッド」は、エンジンの回転数や車両の走行条件等による種々の入力振動の抑制が求められるエンジンマウントとして用いるに適さない場合があった。 However, the “vibration-proof connecting rod” described in Patent Document 2 is an orifice passage that communicates the incompressible liquid sealed in the equilibrium chamber and the fluid chamber with each other when the vibration is input. Since the input vibration is attenuated based on liquid column resonance, flow resistance, etc., the vibration is sufficiently attenuated depending on the amplitude of the input vibration and the frequency. In particular, when high-frequency vibration is input, the so-called clogged state of the incompressible liquid occurs in the orifice passage, and the desired vibration-proofing and vibration-damping functions cannot be performed. In some cases, the “vibration-proof connecting rod” is not suitable for use as an engine mount that is required to suppress various input vibrations depending on the engine speed, vehicle running conditions, and the like.
この発明は、従来技術が抱えるこのような問題を解決することを課題とするものであり、それの目的とするところは、エンジン側からの種々の入力振動に応じて所要の防振機能を常に有効に発揮して、入力振動の、車体側への伝達をより効果的に防止できるエンジンマウントシステムを提供することにある。 An object of the present invention is to solve such problems of the prior art, and the object of the present invention is to always provide a required vibration-proof function according to various input vibrations from the engine side. An object of the present invention is to provide an engine mount system that can be effectively used to prevent input vibration from being transmitted to the vehicle body side more effectively.
この発明のエンジンマウントシステムは、ばね定数の大きさが互いに異なる二種類の弾性ブッシュの相互を、連結ロッドで連結したトルクロッドによって、エンジンを車体側に連結してなるエンジンマウントシステムであって、前記トルクロッドの連結ロッド内に、二種類のそれぞれの弾性ブッシュ方向に延びるシャフトの周りで、マス部材を往復動させるアクティブ制御の振動相殺手段を設け、二種類の弾性ブッシュのうち、ばね定数が小さい弾性ブッシュをエンジン側部材に取り付けるとともに、ばね定数が大きい弾性ブッシュを車体側部材に取り付けてなるものである。 The engine mount system of the present invention is an engine mount system in which an engine is connected to the vehicle body side by a torque rod in which two types of elastic bushes having different spring constants are connected by a connecting rod, In the connecting rod of the torque rod, there is provided an active control vibration canceling means for reciprocating the mass member around a shaft extending in the direction of each of the two types of elastic bushes. A small elastic bush is attached to the engine side member, and an elastic bush having a large spring constant is attached to the vehicle body side member.
ここで好ましくは、前記アクティブ制御の振動相殺手段を、両端部を連結ロッドに取り付けられて連結ロッドの軸線方向に延びるシャフトと、シャフトを取り囲む筒状のマス部材と、筒状のマス部材の内部で、シャフトに固定したコイルおよび巻芯と、筒状のマス部材の内周面または前記シャフトに取り付けた永久磁石と、筒状のマス部材の少なくとも一端をシャフトに連結する連結部材とを具えてなるアクチュエータであって、外部の制御装置を通じて前記コイルに通電することでコイル巻芯と永久磁石との間に発生する磁界によって、筒状のマス部材に、該筒状のマス部材の中心軸線方向への変位を生じさせて、エンジン側からの、シャフトの中心軸線方向の振動入力とは逆位相の振動駆動力を、シャフトを取り付けた連結ロッドに付与するリニア可動型アクチュエータとする。 Preferably, the active control vibration canceling means includes a shaft having both ends attached to the connecting rod and extending in the axial direction of the connecting rod, a cylindrical mass member surrounding the shaft, and an interior of the cylindrical mass member. The coil and the core fixed to the shaft, the inner peripheral surface of the cylindrical mass member or the permanent magnet attached to the shaft, and the connecting member that connects at least one end of the cylindrical mass member to the shaft. The actuator is a magnetic mass generated between the coil core and the permanent magnet by energizing the coil through an external control device, so that the cylindrical mass member is moved in the direction of the central axis of the cylindrical mass member. The displacement driving force in the opposite phase to the vibration input from the engine side in the direction of the center axis of the shaft is applied to the connecting rod to which the shaft is attached. The linear movable actuator that.
また好ましくは、前記トルクロッドに、前記アクティブ制御の振動相殺手段で吸収する振動の方向以外の方向の振動を抑制するダイナミックダンパを設ける。 Preferably, the torque rod is provided with a dynamic damper that suppresses vibration in a direction other than the direction of vibration absorbed by the vibration canceling means of the active control.
そしてまた好ましくは、前記ダイナミックダンパを、連結ロッドの軸線方向上で、ばね定数が小さい弾性ブッシュの外筒の外周面に取付けた、弾性部材と錘とで構成する。 Preferably, the dynamic damper is composed of an elastic member and a weight attached to the outer peripheral surface of the outer cylinder of the elastic bushing having a small spring constant in the axial direction of the connecting rod.
ここにおいて好ましくは、トルクロッドの、連結ロッド内の前記アクティブ制御の振動相殺手段と、連結ロッドとの各連結部分に、弾性体を介装する。 Here, preferably, an elastic body is interposed in each connecting portion between the connecting rod and the active control vibration canceling means in the connecting rod of the torque rod.
この発明のエンジンマウントシステムによれば、アクティブ制御の振動相殺手段を設けたトルクロッドの、エンジンと車体側部材との間への配置姿勢を、二種類の弾性ブッシュのうち、ばね定数が小さい弾性ブッシュをエンジン側部材に取り付けるとともに、ばね定数が大きい弾性ブッシュを車体側部材に取り付けるものとしたことによって、エンジン側からの、トルクロッドの軸線方向の振動入力時に、エンジン側に取り付けた、ばね定数が小さい弾性ブッシュによって、その入力振動の多くの部分を吸収することができるので、振動相殺手段の能力をそれほど高める必要なしに、エンジン側の振動の、車体側への伝達を有効に防止することができる。 According to the engine mount system of the present invention, the position of the torque rod provided with the vibration canceling means for active control between the engine and the vehicle body side member is set to be an elastic material having a small spring constant among the two types of elastic bushings. By attaching the bush to the engine side member and attaching the elastic bush with a large spring constant to the vehicle body side member, the spring constant attached to the engine side at the time of vibration input from the engine side in the axial direction of the torque rod Since the elastic bushing with a small diameter can absorb a large part of the input vibration, it is possible to effectively prevent the vibration on the engine side from being transmitted to the vehicle body without having to increase the ability of the vibration canceling means so much. Can do.
またこの発明では、トルクロッドに設けた振動相殺手段のマス部材の振動を、たとえばトルクロッドの外部に設けた制御手段によって振幅および周波数をコントロールしつつ、前記マス部材を、エンジン側からの、トルクロッドの軸線方向の入力振動と逆位相で往復変位させることにより、かかる入力振動の、ばね定数が小さい弾性ブッシュで吸収できなかった振動部分を吸収することができるので、エンジン側からの、振幅の大小および周波数の高低の様々な入力振動に対して有効な制振特性を発揮することができる。 Further, in the present invention, the mass member is controlled by the torque from the engine side while controlling the amplitude and frequency of the vibration of the mass member of the vibration canceling means provided on the torque rod, for example, by the control means provided outside the torque rod. By reciprocatingly displacing the input vibration in the axial direction of the rod in the opposite phase, the vibration portion of the input vibration that could not be absorbed by the elastic bush with a small spring constant can be absorbed. Effective damping characteristics can be exhibited for various input vibrations of large and small and high and low frequencies.
ここにおいて、この発明のエンジンマウントシステムでは、エンジン側からの振動の伝達経路であるエンジン側部材、トルクロッドおよび車体側部材のうちで、最も質量が小さいトルクロッドに、上述した振動相殺手段を設けたことによって、エンジン側部材や車体側部材にこの振動相殺手段を設けた場合に比して、エネルギー効率を向上させることができる。 Here, in the engine mount system of the present invention, the vibration canceling means described above is provided on the torque rod having the smallest mass among the engine side member, the torque rod, and the vehicle body side member that are transmission paths of vibration from the engine side. As a result, the energy efficiency can be improved as compared with the case where the vibration canceling means is provided in the engine side member or the vehicle body side member.
すなわち、トルクロッドよりも慣性力が大きいエンジン側部材または車体側部材に振動相殺手段を設けて、エンジン側部材内または車体側部材内で、エンジン側からの入力振動を相殺させるものとした場合には、振動相殺手段に、質量と加速度のうち質量への依存度が大きい、その入力振動の加振力を打ち消すための大きな駆動力が必要となって、エンジン側部材内または車体側部材内での、エンジン側からの入力振動の打消しのために振動相殺手段が要するエネルギーも多大となり、その結果としてエネルギー効率が低下することになる。 That is, when vibration canceling means is provided on the engine side member or vehicle body side member that has a greater inertia force than the torque rod, and the input vibration from the engine side is canceled in the engine side member or vehicle body side member The vibration canceling means requires a large driving force for canceling the excitation force of the input vibration, which is highly dependent on the mass of the mass and acceleration, and is required in the engine side member or the vehicle body side member. However, the energy required by the vibration canceling means for canceling the input vibration from the engine side also becomes large, and as a result, the energy efficiency is lowered.
ここで、アクティブ制御の振動相殺手段を、上述したリニア可動型アクチュエータとしたときには、このリニア可動型アクチュエータでは、電気的に駆動力を付与することにより、簡易な制御の下で、両端部を連結ロッドに取り付けたシャフトの周りで、筒状のマス部材を、それの中心軸線方向に往復変位させて、常に安定した波形の相殺駆動力を連結ロッドに与えることができる。 Here, when the vibration canceling means for the active control is the above-described linear movable actuator, the linear movable actuator can connect both ends under a simple control by electrically applying a driving force. The cylindrical mass member can be reciprocally displaced in the direction of the central axis thereof around the shaft attached to the rod, so that a stable undulating canceling driving force can always be applied to the connecting rod.
ところで、トルクロッドに振動相殺手段を設けたこのようなエンジンマウントシステムにおいては、振動相殺手段で吸収する振動以外の方向で、こもり音領域（５０Ｈｚ〜２００Ｈｚ）に、ばね定数の小さい弾性ブッシュが大きく動く共振が発生する場合がある。
このような共振を抑制することを目的として、ダイナミックダンパを設けたときは、トルクロッドに、ばね定数が小さい弾性ブッシュが大きく動く共振が発生した際に、ダイナミックダンパのマスの大きさや共振周波数をチューニングすることで、トルクロッド自体の共振周波数における振動レベルを低減できる。
By the way, in such an engine mount system in which the torque rod is provided with vibration canceling means, an elastic bushing having a small spring constant is large in the booming sound region (50 Hz to 200 Hz) in a direction other than the vibration absorbed by the vibration canceling means. A moving resonance may occur.
For the purpose of suppressing such resonance, when a dynamic damper is provided, when the elastic bushing with a small spring constant moves greatly in the torque rod, the mass size and resonance frequency of the dynamic damper are changed. By tuning, the vibration level at the resonance frequency of the torque rod itself can be reduced.
しかもここで、このダイナミックダンパを、連結ロッドの軸線方向上で、ばね定数が小さい弾性ブッシュの外筒の外周面に取付けた、弾性部材と錘とで構成したときは、ばね定数が小さい弾性ブッシュの外筒と、錘とで挟まれる弾性部材の剪断変形をもって、ダイナミックダンパの共振が生じることになるとともに、共振の弾性主軸からダイナミックダンパまでの距離が十分に長いものとなって、慣性モーメントを高めることができるので、ダイナミックダンパの構造を簡易なものとしてなお、振動相殺手段で吸収する振動の方向以外の方向の振動を十分に低減させることができる。 Moreover, when this dynamic damper is composed of an elastic member and a weight attached to the outer peripheral surface of the outer cylinder of the elastic bushing having a small spring constant in the axial direction of the connecting rod, the elastic bushing having a small spring constant is used. Resonance of the dynamic damper occurs due to the shear deformation of the elastic member sandwiched between the outer cylinder and the weight, and the distance from the resonance elastic main axis to the dynamic damper is sufficiently long so that the moment of inertia is reduced. Since the dynamic damper can be simplified, vibrations in directions other than the direction of vibration absorbed by the vibration canceling means can be sufficiently reduced.
またここで、振動相殺手段で吸収する振動以外の方向の振動の抑制するためには、トルクロッドの、連結ロッド内の前記アクティブ制御の振動相殺手段と、連結ロッドとの各連結部分に、弾性体を介装することもでき、この場合には、振動相殺手段と連結ロッドとの各連結部分に介装した弾性体の剪断変形によって、振動相殺手段それ自体が、振動相殺手段で吸収する振動以外の方向の振動を抑制するダイナミックダンパとして機能することになり、これがため、トルクロッドに、さらに別個のダイナミックダンパを設けた上記の場合に比して、トルクロッドの重量増加を抑制することができる。 Also, here, in order to suppress vibrations in directions other than the vibration absorbed by the vibration canceling means, the active part of the torque rod in the connecting rod and the connecting rod are elastically connected to each connecting portion of the connecting rod. In this case, the vibration canceling means itself absorbs the vibrations absorbed by the vibration canceling means by the shear deformation of the elastic body interposed between the connecting portions of the vibration canceling means and the connecting rod. This will function as a dynamic damper that suppresses vibrations in directions other than the above, and this prevents the torque rod from increasing in weight as compared to the above case where a separate dynamic damper is provided on the torque rod. it can.
以下に図面を参照しつつ、この発明のエンジンマウントシステムの実施の形態について説明する。
図中１０は、一の実施の形態のエンジンマウントシステムにおいて、エンジン側と車体側とを連結するトルクロッドを示す。
Embodiments of an engine mount system according to the present invention will be described below with reference to the drawings.
In the figure, reference numeral 10 denotes a torque rod for connecting the engine side and the vehicle body side in the engine mount system of one embodiment.
トルクロッド１０は、ばね定数が相互に相違する二種類の弾性ブッシュ２０、３０と、それらの二種類の弾性ブッシュ２０、３０の相互を連結する連結ロッド４０と、連結ロッド４０内に設けたアクティブ制御の振動相殺手段５０とを具える。 The torque rod 10 includes two types of elastic bushings 20 and 30 having different spring constants, a connecting rod 40 that connects the two types of elastic bushings 20 and 30, and an active rod provided in the connecting rod 40. And a control vibration canceling means 50.
ここで、弾性ブッシュ２０、３０はそれぞれ、金属材料等の剛性材料からなる外筒２１、３１の内側に、これもまた剛性材料からなる内筒２２、３２を、たとえば同心に配設するとともに、外筒２１、３１の内周面と、内筒２２、３２の外周面とをゴム部材２３、３３で連結してなるものである。
そして、弾性ブッシュ２０は、図に示すところでは、弾性ブッシュ３０に比して、外筒の径の大きさ、より具体的には外筒と内筒との間に配設したゴム部材の体積を大きくしたことによって、ばね定数が小さくなるように形成した。以下、ばね定数が小さい弾性ブッシュ２０を「大径の弾性ブッシュ２０」、また、ばね定数が大きい弾性ブッシュ３０を「小径の弾性ブッシュ３０」という。
Here, each of the elastic bushes 20 and 30 is disposed inside the outer cylinders 21 and 31 made of a rigid material such as a metal material, and the inner cylinders 22 and 32 also made of a rigid material, for example, concentrically, The inner peripheral surfaces of the outer cylinders 21 and 31 and the outer peripheral surfaces of the inner cylinders 22 and 32 are connected by rubber members 23 and 33.
The elastic bush 20 is, as shown in the drawing, larger in the diameter of the outer cylinder than the elastic bush 30, more specifically, the volume of the rubber member disposed between the outer cylinder and the inner cylinder. The spring constant was made smaller by increasing. Hereinafter, the elastic bush 20 having a small spring constant is referred to as “large-diameter elastic bush 20”, and the elastic bush 30 having a large spring constant is referred to as “small-diameter elastic bush 30”.
なお、図示のこの実施の形態では、大径の弾性ブッシュ２０の、トルクロッド１０の中心軸線方向の入力に対するばね定数をさらに小さくするため、大径の弾性ブッシュ２０のゴム部材２３に、図２に平面図で示すように、トルクロッド１０の中心軸線方向で内筒２２を隔てて、平面視で略Ｍ字状の空所２４および、略弓形状の空所２５のそれぞれを、弾性ブッシュ２０の厚み方向に貫通させて設けるとともに、略弓形状の空所２５と外筒２１との間に、円形輪郭形状の三つの空所２６を、同様に貫通させて設ける。 In the illustrated embodiment, the rubber member 23 of the large-diameter elastic bush 20 is provided with the rubber member 23 of the large-diameter elastic bush 20 in order to further reduce the spring constant of the large-diameter elastic bush 20 with respect to the input in the direction of the central axis of the torque rod 10. As shown in a plan view, the inner cylinder 22 is separated in the direction of the central axis of the torque rod 10, and each of the substantially M-shaped space 24 and the generally arcuate space 25 in the plan view is replaced with the elastic bush 20. In addition, three circular cavities 26 having a circular contour shape are similarly provided so as to penetrate between the substantially arcuate cavity 25 and the outer cylinder 21.
ここにおいて、この発明のエンジンマウントシステムでは、大径の弾性ブッシュ２０を、図示しないエンジン側部材に取り付けるとともに、小径の弾性ブッシュ３０を、これも図示しない車体側部材に取り付ける。
それにより、エンジン側に取り付けた、ばね定数の小さい大径の弾性ブッシュ２０で、エンジン側からの入力振動の多くの部分を吸収できるので、連結ロッド４０内のアクティブ制御の振動相殺手段５０に要求される振動吸収能力を大きく高めることなく、エンジン側からの入力振動を、車体側部材に対して有効に相殺することができる。
Here, in the engine mount system of the present invention, the large-diameter elastic bush 20 is attached to an engine-side member (not shown), and the small-diameter elastic bush 30 is also attached to a vehicle body-side member (not shown).
As a result, a large-diameter elastic bush 20 with a small spring constant attached to the engine side can absorb a large portion of the input vibration from the engine side, so that it is required for the vibration canceling means 50 for active control in the connecting rod 40. The input vibration from the engine side can be effectively canceled with respect to the vehicle body side member without greatly increasing the vibration absorption capability.
またここで、連結ロッド内に設けたアクティブ制御の振動相殺手段５０は、大小二種類のそれぞれの弾性ブッシュ２０、３０の配設方向、図示の実施形態では連結ロッド４０の軸線Ｃ方向に延びる、その軸線Ｃ上のシャフト５１の周りで、マス部材５２を、連結ロッド４０の軸線Ｃ方向に往復変位させるものである。
この振動相殺手段５０によれば、トルクロッド１０をエンジンと車体側との間に配設して、エンジン側からの振動の、トルクロッド１０への入力に対し、たとえばトルクロッド１０の外部の制御手段を用いて、振動相殺手段５０のマス部材５２を、エンジン側からの入力振動と逆位相で往復変位させることにより、入力振動を効果的に相殺することができる。
Further, here, the vibration canceling means 50 for active control provided in the connecting rod extends in the direction of arrangement of the respective large and small elastic bushes 20, 30, in the direction of the axis C of the connecting rod 40 in the illustrated embodiment. The mass member 52 is reciprocally displaced in the direction of the axis C of the connecting rod 40 around the shaft 51 on the axis C.
According to the vibration canceling means 50, the torque rod 10 is disposed between the engine and the vehicle body side, and for example, external control of the torque rod 10 is controlled with respect to the input of vibration from the engine side to the torque rod 10. By using the means, the mass member 52 of the vibration canceling means 50 is reciprocally displaced in the opposite phase to the input vibration from the engine side, so that the input vibration can be effectively canceled out.
これがために、好ましくは、この振動相殺手段５０をリニア可動型アクチュエータとする。
たとえば、図３に断面図で示すように、トルクロッド１０の連結ロッド４０に設けた立方体状の窪み４１の、軸線Ｃ方向の対向壁面のそれぞれに、中実円形断面のシャフト５１の両端部のそれぞれを取付け、そして、このシャフト５１の周りに、外輪郭形状が立方体状をなす筒状マス部材５２を配置し、このマス部材５２の、図では大径の弾性ブッシュ２０側の端部を、それの全周にわたって、たとえば板バネ等の、薄肉板状の連結部材５３で、シャフト５１に連結固定する。
さらに、筒状のマス部材５２の内周面に、シャフト５１を隔てて位置する、互いに隣り合う各一対の永久磁石５４を、相互に逆極性とした配置状態で取り付ける。
この一方で、シャフト５１には、コイル５５および巻芯５６を、前記永久磁石５４から所定の間隔をおいて配設し、コイル５５に、トルクロッド１０の外部の、図示しない制御手段からの通電のためのリード線５７の一端を連結する。
なお、リニア可動型アクチュエータ５０をトルクロッド１０に配設して、使用に供する場合には、図示しない蓋部材で、連結ロッド４０の立方体状の窪み４１を覆うことが好ましい。
For this reason, the vibration canceling means 50 is preferably a linear movable actuator.
For example, as shown in a cross-sectional view in FIG. 3, both end portions of a shaft 51 having a solid circular cross section are respectively formed on the opposing wall surfaces in the direction of the axis C of the cubic recess 41 provided in the connecting rod 40 of the torque rod 10. A cylindrical mass member 52 whose outer contour shape forms a cubic shape is disposed around the shaft 51, and an end of the mass member 52 on the large-diameter elastic bush 20 side in the drawing is attached. It is connected and fixed to the shaft 51 by a thin plate-like connecting member 53 such as a leaf spring, for example.
Further, a pair of adjacent permanent magnets 54 positioned with the shaft 51 interposed therebetween are attached to the inner peripheral surface of the cylindrical mass member 52 in an arrangement state in which the polarities are opposite to each other.
On the other hand, a coil 55 and a winding core 56 are arranged on the shaft 51 at a predetermined interval from the permanent magnet 54, and the coil 55 is energized from a control means (not shown) outside the torque rod 10. One end of the lead wire 57 is connected.
When the linear movable actuator 50 is disposed on the torque rod 10 for use, it is preferable to cover the cubic depression 41 of the connecting rod 40 with a lid member (not shown).
このように構成してなるリニア可動型アクチュエータ５０は、外部に設けた制御手段から、リード線５７を通じてコイル５５に通電することにより、巻芯５６に磁界が発生して、巻芯５６が電磁石として機能することになって、コイルへの通電方向に応じて、マス部材５２の内周面の永久磁石５４に磁力が与えられる。 The linear movable actuator 50 configured as described above generates a magnetic field in the winding core 56 by energizing the coil 55 through the lead wire 57 from the control means provided outside, and the winding core 56 serves as an electromagnet. As a result, a magnetic force is applied to the permanent magnet 54 on the inner peripheral surface of the mass member 52 in accordance with the energization direction of the coil.
そして、コイル５５への通電方向に起因して、巻芯５６と永久磁石５４との間での、同極間で生じる排斥力あるいは、異極間で生じる吸引力に基き、マス部材５２が、図４に拡大断面図で誇張して示すように、シャフト５１の中心軸線方向で、たとえば大径の弾性ブッシュ２０側に、シャフト５１に対して相対変位すると、マス部材５２とシャフト５１とを連結する連結部材５３の弾性変形による復元力に基き、トルクロッド１０には、図に矢印で示す力が作用することになる。
一方、マス部材５２には、図の矢印とは逆向きの力が生じることになって、マス部材５２が、図３に示す元の配置位置に戻ることになる。
なお、マス部材５２を、小径の弾性ブッシュ３０側に相対変位させるためには、コイル５５への通電方向を、大径の弾性ブッシュ２０側に相対変位させた場合の通電方向と逆向きにすればよい。
Then, due to the energization direction of the coil 55, the mass member 52 is based on the exclusion force generated between the same poles or the attractive force generated between different poles between the core 56 and the permanent magnet 54. As shown exaggeratedly in an enlarged cross-sectional view in FIG. 4, when the relative displacement is made with respect to the shaft 51 in the direction of the central axis of the shaft 51, for example, toward the elastic bush 20 having a large diameter, Based on the restoring force due to the elastic deformation of the connecting member 53, the torque rod 10 is subjected to a force indicated by an arrow in the figure.
On the other hand, a force in the direction opposite to the arrow in the figure is generated in the mass member 52, and the mass member 52 returns to the original arrangement position shown in FIG.
In order to relatively displace the mass member 52 toward the small-diameter elastic bush 30 side, the energization direction to the coil 55 should be opposite to the energization direction when the mass member 52 is relatively displaced toward the large-diameter elastic bush 20 side. That's fine.
従って、コイル５５に対して交番電流や脈動電流を通電したり、あるいはコイル５５への通電を適宜遮断したりすること等によって、トルクロッド１０に、マス部材５２の、シャフト５１に対する相対変位に起因する所望の振動を発生させることができる。
そして、このリニア可動型アクチュエータ５０により、トルクロッド１０に、エンジン側からの入力振動と逆位相の振動を生じさせることで、振動の重ね合わせ作用に基き、エンジン側からの入力振動を有効に相殺することができる。
Therefore, the torque rod 10 is caused by the relative displacement of the mass member 52 with respect to the shaft 51 by energizing the coil 55 with an alternating current or a pulsating current, or by appropriately interrupting the energization of the coil 55. The desired vibration can be generated.
The linear movable actuator 50 causes the torque rod 10 to vibrate in a phase opposite to that of the input vibration from the engine side, thereby effectively canceling the input vibration from the engine side based on the superposition of vibrations. can do.
なお、図３、４に示すところでは、マス部材５２の、大径の弾性ブッシュ２０側の端部にのみ、シャフト５１と筒状のマス部材５２とを連結する連結部材５３を配設しているが、連結部材５３は、図５に示すように、マス部材５２の両端部のそれぞれに配設することもでき、それらの連結部材５３により、マス部材５２の両端部のそれぞれを、シャフト５１に連結することができる。この場合は、コイル５５への通電に基く、マス部材５２の、シャフト５１の中心軸線方向の相対変位をより安定させることができる。
また、図示は省略するが、電磁石としての巻芯と永久磁石との双方を、シャフトに取付けるものとすることも可能である。
3 and 4, a connecting member 53 for connecting the shaft 51 and the cylindrical mass member 52 is provided only at the end of the mass member 52 on the large-diameter elastic bush 20 side. However, as shown in FIG. 5, the connecting members 53 can be disposed at both ends of the mass member 52, and the connecting members 53 allow the both ends of the mass member 52 to be connected to the shaft 51. Can be linked to. In this case, the relative displacement of the mass member 52 in the central axis direction of the shaft 51 based on the energization of the coil 55 can be further stabilized.
Moreover, although illustration is abbreviate | omitted, it is also possible to attach both the core and permanent magnet as an electromagnet to a shaft.
なおここで、トルクロッド１０の外部に設ける制御手段では、振動相殺手段５０で吸収すべき振動に応じた振幅成分や周波数成分等を有する参照信号を用いて、コイル５５への供給電流を制御することにより、吸収すべき振動に応じた振幅、周波数等の加振力を、トルクロッド１０に与えることが有効であるが、その参照信号として、たとえば、トルクロッド１０での、エンジン側からの入力振動の検出値等を用いることができる。 Here, the control means provided outside the torque rod 10 controls the supply current to the coil 55 using a reference signal having an amplitude component, a frequency component, etc. according to the vibration to be absorbed by the vibration canceling means 50. Thus, it is effective to give the torque rod 10 an excitation force such as an amplitude and a frequency according to the vibration to be absorbed. As the reference signal, for example, input from the engine side at the torque rod 10 A vibration detection value or the like can be used.
ところで、この発明のエンジンマウントシステムのトルクロッド１０には、図６に斜視図で示すように、前記アクティブ制御の振動相殺手段５０で吸収できる振動の方向以外の方向の振動を抑制するためのダイナミックダンパ６０、たとえば連結ロッド４０の軸線方向上で、大径の弾性ブッシュ２０の外筒２１の外周面に取付けた、弾性部材６１と錘６２とで構成してなるものを設けることができる。
このダイナミックダンパ６０によれば、アクティブ制御の振動相殺手段５０を設けた、図６に示すトルクロッド１０で発生することのある、大径の弾性ブッシュ２０が大きく動く共振の振動レベルを低減することができる。
By the way, the torque rod 10 of the engine mount system according to the present invention, as shown in a perspective view in FIG. 6, is a dynamic for suppressing vibrations in directions other than the vibrations that can be absorbed by the vibration canceling means 50 of the active control. A damper 60, for example, a member composed of an elastic member 61 and a weight 62 attached to the outer peripheral surface of the outer cylinder 21 of the large-diameter elastic bush 20 on the axial direction of the connecting rod 40 can be provided.
According to the dynamic damper 60, the vibration level of resonance in which the large-diameter elastic bush 20 moves greatly, which may occur in the torque rod 10 shown in FIG. Can do.
また、図７に断面図で示すように、トルクロッド１０の、連結ロッド４０内の前記アクティブ制御の振動相殺手段５０と、連結ロッド４０との各連結部分、図に示すところでは、シャフト５１と、連結ロッド４０の窪み壁面との各連結部分に、弾性体７０を介装することもでき、この場合は、弾性体７０の剪断変形によって、振動相殺手段５０自体をダイナミックダンパとして機能させて、アクティブ制御の振動相殺手段で吸収できる振動方向以外の方向の振動を抑制することができる。 Further, as shown in a sectional view in FIG. 7, each connecting portion of the torque rod 10 between the active control vibration canceling means 50 in the connecting rod 40 and the connecting rod 40, and in the drawing, a shaft 51 and In addition, an elastic body 70 can be interposed in each connection portion with the hollow wall surface of the connection rod 40. In this case, the vibration canceling means 50 itself functions as a dynamic damper by shear deformation of the elastic body 70, Vibrations in directions other than the vibration direction that can be absorbed by the vibration canceling means of active control can be suppressed.
１０ トルクロッド
２０ 大径の弾性ブッシュ
２１ 外筒
２２ 内筒
２３ ゴム部材
２４、２５、２６ 空所
３０ 小径の弾性ブッシュ
３１ 外筒
３２ 内筒
３３ ゴム部材
４０ 連結ロッド
４１ 窪み
５０ アクティブ制御の振動相殺手段
５１ シャフト
５２ 筒状のマス部材
５３ 連結部材
５４ 永久磁石
５５ コイル
５６ 巻芯
５７ リード線
６０ ダイナミックダンパ
６１ 弾性部材
６２ 錘
７０ 弾性体
DESCRIPTION OF SYMBOLS 10 Torque rod 20 Large diameter elastic bush 21 Outer cylinder 22 Inner cylinder 23 Rubber member 24, 25, 26 Space 30 Small diameter elastic bush 31 Outer cylinder 32 Inner cylinder 33 Rubber member 40 Connecting rod 41 Depression 50 Vibration cancellation of active control Means 51 Shaft 52 Cylindrical mass member 53 Connecting member 54 Permanent magnet 55 Coil 56 Core 57 Lead wire 60 Dynamic damper 61 Elastic member 62 Weight 70 Elastic body
Claims (5)
前記トルクロッドの連結ロッド内に、二種類のそれぞれの弾性ブッシュ方向に延びるシャフトの周りで、マス部材を往復動させるアクティブ制御の振動相殺手段を設け、
二種類の弾性ブッシュのうち、ばね定数が小さい弾性ブッシュをエンジン側部材に取り付けるとともに、ばね定数が大きい弾性ブッシュを車体側部材に取り付けてなるエンジンマウントシステム。 An engine mounting system in which an engine is connected to the vehicle body side by a torque rod in which two types of elastic bushes having different spring constants are connected by a connecting rod,
Provided within the connecting rod of the torque rod is an active control vibration canceling means for reciprocating the mass member around the shaft extending in the direction of each of the two types of elastic bushings,
An engine mount system in which an elastic bushing having a small spring constant is attached to an engine side member, and an elastic bushing having a large spring constant is attached to a vehicle body side member.
外部の制御手段を通じて前記コイルに通電することでコイル巻芯と永久磁石との間に発生する磁界によって、筒状のマス部材に、該筒状のマス部材の中心軸線方向への変位を生じさせて、エンジン側からの、シャフトの中心軸線方向の振動入力とは逆位相の振動駆動力を、シャフトを取り付けた連結ロッドに付与するリニア可動型アクチュエータとしてなる請求項１に記載のエンジンマウントシステム。 The vibration canceling means of the active control is fixed to the shaft at both ends attached to the connecting rod, extending in the axial direction of the connecting rod, a cylindrical mass member surrounding the shaft, and inside the cylindrical mass member An actuator comprising: a coil and a winding core, a permanent magnet attached to an inner peripheral surface of a cylindrical mass member or the shaft, and a connecting member that connects at least one end of the cylindrical mass member to the shaft. ,
By energizing the coil through an external control means, a magnetic field generated between the coil core and the permanent magnet causes the cylindrical mass member to be displaced in the central axis direction of the cylindrical mass member. The engine mount system according to claim 1, wherein the engine mount system is a linear movable actuator that applies a vibration driving force in phase opposite to the vibration input in the direction of the central axis of the shaft from the engine side to the connecting rod to which the shaft is attached.
3. The engine mount system according to claim 1, wherein an elastic body is interposed at each connecting portion of the connecting rod between the active control vibration canceling means in the connecting rod and the connecting rod of the torque rod.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
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| JP2010185728A JP5547000B2 (en) | 2010-08-23 | 2010-08-23 | Engine mounting system |
| PCT/JP2011/004680 WO2012026111A1 (en) | 2010-08-23 | 2011-08-23 | Torque rod and engine mount system using same |
| US13/818,382 US9689457B2 (en) | 2010-08-23 | 2011-08-23 | Torque rod and engine mounting system for using same |
| CN201180051115.8A CN103180633B (en) | 2010-08-23 | 2011-08-23 | Torque rod and engine mount system using same |
| EP11819587.4A EP2610522B1 (en) | 2010-08-23 | 2011-08-23 | Torque rod and engine mount system using same |
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| JP2010185728A JP5547000B2 (en) | 2010-08-23 | 2010-08-23 | Engine mounting system |
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| JP2012042022A true JP2012042022A (en) | 2012-03-01 |
| JP5547000B2 JP5547000B2 (en) | 2014-07-09 |
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Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2012255459A (en) * | 2011-06-07 | 2012-12-27 | Bridgestone Corp | Torque rod |
| JP2016044717A (en) * | 2014-08-21 | 2016-04-04 | 本田技研工業株式会社 | Dynamic damper control device and torque rod |
| JP2017133639A (en) * | 2016-01-29 | 2017-08-03 | 本田技研工業株式会社 | Characteristic value variable type dynamic vibration absorber and characteristic value variable type antivibration device |
| KR101846784B1 (en) * | 2017-06-28 | 2018-04-06 | 현대자동차주식회사 | Active damping device for vehicle |
| KR20220043401A (en) * | 2020-09-29 | 2022-04-05 | 주식회사화신 | Roll rod for vehicle |
| CN115370503A (en) * | 2022-08-30 | 2022-11-22 | 株洲时代新材料科技股份有限公司 | Engine active suspension control method based on rotating speed prediction |
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| JP2000304094A (en) * | 1999-04-19 | 2000-10-31 | Hitachi Constr Mach Co Ltd | Installing structure for vibration control rubber |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000304094A (en) * | 1999-04-19 | 2000-10-31 | Hitachi Constr Mach Co Ltd | Installing structure for vibration control rubber |
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| JP2012255459A (en) * | 2011-06-07 | 2012-12-27 | Bridgestone Corp | Torque rod |
| JP2016044717A (en) * | 2014-08-21 | 2016-04-04 | 本田技研工業株式会社 | Dynamic damper control device and torque rod |
| JP2017133639A (en) * | 2016-01-29 | 2017-08-03 | 本田技研工業株式会社 | Characteristic value variable type dynamic vibration absorber and characteristic value variable type antivibration device |
| CN107023608A (en) * | 2016-01-29 | 2017-08-08 | 本田技研工业株式会社 | Eigenvalue changeable type dynamic vibration absorber and eigenvalue changeable type antihunting device |
| US10267373B2 (en) | 2016-01-29 | 2019-04-23 | Honda Motor Co., Ltd. | Characteristic value variable dynamic vibration absorber and characteristic value variable vibration isolator |
| KR101846784B1 (en) * | 2017-06-28 | 2018-04-06 | 현대자동차주식회사 | Active damping device for vehicle |
| KR20220043401A (en) * | 2020-09-29 | 2022-04-05 | 주식회사화신 | Roll rod for vehicle |
| KR102437190B1 (en) * | 2020-09-29 | 2022-08-29 | (주)화신 | Roll rod for vehicle |
| CN115370503A (en) * | 2022-08-30 | 2022-11-22 | 株洲时代新材料科技股份有限公司 | Engine active suspension control method based on rotating speed prediction |
| CN115370503B (en) * | 2022-08-30 | 2024-01-23 | 株洲时代新材料科技股份有限公司 | Engine active suspension control method based on rotation speed prediction |
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