JP2010083169A - Actuator for engine mount - Google Patents

Abstract

[PROBLEMS] To improve the reliability of an engine mount by improving the accuracy of a stop position of a rotary valve for an actuator used for an engine mount.
An actuator 1 includes a rotary shaft 2 connected to a rotary valve, a DC motor connected to the rotary shaft via a reduction gear 3, and a rotary shaft fixed to the rotary shaft and centering on the axis of the rotary shaft. A ring-shaped magnet 5 in which N poles and S poles are alternately magnetized in the circumferential direction, and a Hall sensor arranged to face the peripheral surface of the magnet are provided. According to this actuator, the detection accuracy of the rotating shaft can be improved based on the signal output from the non-contact type rotation detecting means R that detects the rotation of the rotating shaft. As a result, the rotary valve can be accurately stopped at a predetermined position, and the damping characteristic of the engine mount can be appropriately changed to improve the reliability.
[Selection] Figure 2

Description

  The present invention relates to an engine mount actuator for rotating a rotary valve used for switching a flow path of a liquid flowing in an engine mount.

  Conventionally, as a technique in such a field, there is Japanese Utility Model Laid-Open No. 4-122841. The liquid-sealed engine mount described in this publication includes a rubber block that is coupled to the engine via a screw, a mounting bracket that is engaged with a cover member that covers the rubber block, and that is coupled to the vehicle body, and a rubber block A pressure receiving chamber provided in the interior; an equilibrium chamber provided in the mounting bracket; a fluid sealed in the pressure receiving chamber and the equilibrium chamber; and a first orifice for communicating the pressure receiving chamber and the equilibrium chamber. A first communication path for connecting the pressure receiving chamber and the equilibrium chamber, the second communication path having a second orifice having a diameter different from that of the first orifice and the first orifice, and a rotating shaft A switching valve that rotates around to switch between the first communication path and the second communication path, an actuator that is connected to the rotary shaft and rotates the switching valve, and a stopper portion of the switching valve; Stop position And a stopper member for regulating.

In this liquid ring engine mount, when the switching valve is rotated by the actuator, the stopper member comes into contact with the stopper portion of the switching valve, so that the switching valve stops at a predetermined position. Accordingly, when the passage communicating the pressure receiving chamber and the equilibrium chamber is switched to the first communication passage or the second communication passage, the number and diameter of the orifices through which the fluid passes change, so that the dynamic spring of the liquid seal engine mount The constant changes. In this way, the actuator rotates the switching valve according to the number of revolutions of the engine, thereby selectively changing the dynamic spring constant of the liquid ring engine mount to effectively suppress engine vibration. Yes.
Japanese Utility Model Publication No. 4-122841

  However, in the above-described conventional vibration isolator, since the stopper portion abuts against the stopper member to mechanically stop the rotation of the switching valve, it is easily affected by the traveling vibration of the vehicle and the like. The accuracy of the stop position is low. In addition, when dust or dust is mixed due to aging and adheres to the stopper member or the stopper portion, there is a problem that the stop position of the switching valve is shifted.

  An object of the present invention is to improve the reliability of an engine mount by improving the accuracy of a stop position of a rotary valve with respect to an actuator used for the engine mount.

  The present invention relates to an actuator for rotating a rotary valve used for switching a flow path of a liquid flowing in an engine mount, and is connected to a rotary shaft connected to the rotary valve and a rotary shaft via a reduction gear. And a motor control means for controlling the motor on the basis of a signal output from the non-contact type rotation detection means.

  The engine mount actuator according to the present invention controls the motor based on the signal output from the non-contact type rotation detecting means for detecting the rotation of the rotating shaft, so that the detection of the rotating shaft is affected by traveling vibration. It is difficult to improve the detection accuracy of the rotating shaft. As a result, since the rotary valve can be accurately stopped at a predetermined position, the damping characteristic of the engine mount is appropriately changed, and the reliability can be improved.

  In addition, the non-contact type rotation detecting means is fixed to the rotating shaft and has a magnet in which N poles and S poles are alternately magnetized in a circumferential direction around the axis of the rotating shaft, and a circumferential surface of the magnet. It is preferable that the hall sensors are arranged to face each other. The engine mount that supports the engine is subject to a severe change in temperature and is subject to severe vibration conditions. Therefore, a Hall sensor that is not easily affected by vibration and has a wide applicable temperature range is optimal. Also, a Hall sensor that is difficult to be affected by dust and dust over a long period of time is also effective because dust and dust are also severe. Moreover, since the Hall sensor is small, space can be saved, and as a result, the actuator can be miniaturized.

  The motor control means preferably determines the position of the rotation shaft based on the signal output from the non-contact type rotation detection means and the signal output from the vehicle control unit that detects the engine speed. Accordingly, it is possible to determine the position of the rotating shaft in a non-contact manner according to the signal output from the vehicle control unit. Since the motor can be controlled and the flow path can be switched by the rotary valve according to the engine speed and the position of the rotating shaft, the engine mount can effectively suppress the vibration of the engine.

  According to the present invention, the reliability of the engine mount can be improved.

  Hereinafter, preferred embodiments of an actuator for engine mount according to the present invention will be described in detail with reference to the drawings.

  An engine mount 100 shown in FIG. 1 includes an elastic body that suppresses vibration of the engine, a first mounting bracket for fixing the elastic body to the vehicle, a second mounting bracket for fixing the elastic body to the engine, It has two liquid chambers formed in the elastic body, a flow channel 101 that communicates the two liquid chambers, and two pairs of openings 102a, 102b, 102c, and 102d having different flow channel areas. A rotary valve 102 for switching the flow path area of the actuator and an actuator 1 (see FIG. 2) for rotating the rotary valve 102.

  In such an engine mount 100, the vibration of the engine is transmitted to the elastic body via the second mounting bracket, and the vibration is suppressed. When the vibration of the engine is transmitted from the elastic body to the liquid chamber, the liquid in the liquid chamber flows between the liquid chambers via the flow path 101, so that the vibration is consumed as heat by the viscous resistance of the liquid, and the engine Vibration is damped.

  When the rotary valve 102 is rotated by the actuator 1, the flow path 101 is switched between the open state shown in FIG. 1A and the throttle state shown in FIG. 1B by the rotation of the rotary valve 102. It is done. The open state is a state where the flow passage area in the rotary valve 102 and the flow passage area of the flow passage 101 are equal. The throttle state is the flow passage area of the flow passage 101 depending on the flow passage area in the rotary valve 102. It is a restricted state. As described above, the flow path 101 is switched from the open state to the throttled state by the rotation of the rotary valve 102, so that the flow area of the flow path 101 is limited and the attenuation characteristic of the engine mount 100 changes. Specifically, when the rotary valve 102 rotates 90 degrees, the flow path 101 is switched from the open state to the throttle state, so that the engine mount 100 effectively attenuates a higher vibration frequency. For example, when the vehicle is running at a high rotation speed, the flow path 101 is switched to the throttle state, and when the vehicle is idling at a low rotation speed, the flow path 101 is switched to the open state. The vibration of the engine can be effectively damped.

  As shown in FIGS. 2 to 4, the actuator 1 has a housing 10 that is fixed to the engine mount 100 by bolts, a tip 2 a that is exposed from the housing 10 and is connected to the rotary valve 102, and a bearing. The rotating shaft 2 supported by 21 and the DC motor 4 connected with the rotating shaft 2 through the reduction gear 3 which consists of a gear train are provided.

  A worm gear 41 is fixed to the output shaft of the DC motor 4, and the worm gear 41 is connected to a first gear 31 constituting the reduction gear 3. A helical gear 31a that meshes with the worm gear 41 is formed in the first gear 31, and a spur gear 31b is formed under the helical gear 31a.

  Further, the spur gear 31b meshes with a lower spur gear 32a provided on the second gear 32, and an upper spur gear 32b is provided on the lower spur gear 32a. The upper stage spur gear 32 b meshes with a gear portion 2 b formed on the rotary shaft 2. The rotation of the DC motor 4 is decelerated via the reduction gear 3 and transmitted to the rotary shaft 2. As shown in FIGS. 1A and 1B, when the rotary shaft 2 rotates the rotary valve 102 by 90 degrees, the flow path 101 in the engine mount 100 can be switched to an open state or a throttle state. it can.

  As shown in FIGS. 2 to 4, a ring-shaped magnet 5 is fixed to the rotating shaft 2 adjacent to the gear portion 2 b, and the magnet 5 is fixed by an adhesive so as to be concentric with the rotating shaft 2. Yes. The magnet 5 is a four-pole magnet in which the N pole and the S pole are magnetized every 90 degrees in the circumferential direction, and on the side of the magnet 5 is opposed to the circumferential surface 5a of the magnet 5, A hall sensor IC (hall sensor) 6 having a hall element is arranged. The Hall sensor IC 6 detects a magnetic change accompanying the rotation of the magnet 5, detects the rotation of the rotating shaft 2 every 90 degrees, and sends an output signal.

  The hall sensor IC 6 is fixed to the circuit board 7, and a motor control IC (motor control means) 8 that is connected to the DC motor 4 and drives and stops the DC motor 4 is disposed on the circuit board 7. ing. The motor control IC 8 is connected to the hall sensor IC 6 and the DC motor 4 via the circuit board 7.

  Further, the motor control IC 8 is connected to an ECU (vehicle control unit) 90 via a cable 71 wired on the circuit board 7. The ECU 90 detects the engine speed. When the engine speed is equal to or lower than a predetermined threshold value, the ECU 90 determines that idling is in progress, and the ECU 90 outputs an idling signal to the motor control IC 8. To do. The motor control IC 8 is connected to a vehicle-mounted battery via a power cable 72 wired to the circuit board 7 and also connected to the vehicle body via a ground wire 73 wired to the circuit board 7.

  As described above, when the non-contact type rotation detection means R is configured by the combination of the magnet 5 and the hall sensor IC 6, the detection of the rotation shaft 2 is less affected by the traveling vibration in detecting the rotation of the rotation shaft 2 and the detection accuracy of the rotation shaft 2 is improved. Can be made. As a result, since the rotary valve 102 can be accurately stopped at a predetermined position, the damping characteristic of the engine mount 100 is appropriately changed, and the reliability can be improved.

  In addition, since the actuator 1 electrically controls the DC motor 4 by the motor control IC 8 based on the signal output from the hall sensor IC 6, the rotary valve 102 is accurately placed at a predetermined position over a long period of time. Can be stopped.

  In addition, since the engine mount 100 that supports the engine is subjected to a severe temperature change and is placed under severe vibration conditions, the Hall sensor IC 6 that is not easily affected by vibration and has a wide applicable temperature range is optimal. is there. Further, the Hall sensor IC 6 is effective in which dust and dust are also in a severe situation and is not easily affected by dust or dust for a long time. Moreover, since the Hall sensor IC 6 is small, space can be saved, and as a result, the actuator 1 can be downsized.

  Next, a control flow of the motor control IC 8 in the actuator 1 will be described with reference to FIG.

  As shown in FIG. 5, it is determined whether or not an idling signal from the ECU 90 is in an ON state (S1). When it is determined that the idling signal is in the ON state, it is determined whether the signal from the Hall sensor IC 6 is in the ON state (S2). When it is determined that the signal from the hall sensor IC 6 is in the ON state, no current is supplied to the DC motor 4 and the DC motor 4 is stopped (S3). On the other hand, when it is determined that the signal from the hall sensor IC 6 is in the OFF state, a current is supplied to the DC motor 4 to bring the DC motor 4 into a driving state (S4).

  If it is determined in step 1 that the idling signal is in the OFF state, it is determined whether or not the signal from the hall sensor IC 6 is in the ON state (S5). When it is determined that the signal from the hall sensor IC 6 is in the ON state, a current is supplied to the DC motor 4 to bring the DC motor 4 into a driving state (S6). On the other hand, when it is determined that the signal from the hall sensor IC 6 is in the OFF state, no current is supplied to the DC motor 4 and the DC motor 4 is stopped (S7).

  Next, a motor control circuit 9 for suitably realizing the control flow of FIG. 5 will be described with reference to FIG.

  As shown in FIG. 6, the motor control circuit 9 stops the DC motor 4 in a short time by consuming the counter electromotive force of the DC motor 4 and the motor control unit 50 for controlling the driving and stopping of the DC motor 4. And a short brake portion 80 for the purpose.

  The motor control unit 50 includes a hall sensor IC 6, an EXNOR circuit 57, and a first transistor 61. One terminal of the hall sensor IC 6 is connected to the input terminal 51, and the other terminal is connected to the ground terminal 53. An input voltage Vin is input to the input terminal 51 from the battery. A stabilizing capacitive element 54 is connected between the input terminal 51 and the ground terminal 53. The output terminal of the Hall sensor IC 6 is connected to the second input terminal of the EXNOR circuit 57, and the second input terminal of the EXNOR circuit 57 is pulled up to the input terminal 51 by the resistance element 56.

  The first input terminal of the EXNOR circuit 57 is connected to the idling signal terminal 52 and is pulled up to the input terminal 51 by the resistance element 55. A pair of power supply terminals of the EXNOR circuit 57 are connected to the input terminal 51 and the ground terminal 53, respectively, and a stabilization capacitor element 58 is connected between the pair of power supply terminals. The output terminal of the EXNOR 57 is connected to the base of the first transistor 61 via the resistance element 59. The emitter of the first transistor 61 is connected to the input terminal 51, and a resistance element 60 is connected between the emitter and the base. The collector of the first transistor 61 is connected to the anode of a diode 81 included in the short brake unit 80.

  The short brake unit 80 includes a diode 81 and a second transistor 82. The cathode of the diode 81 is connected to one terminal 83 of the DC motor 4, and the other terminal 84 of the DC motor 4 is connected to the ground terminal 53. The base of the second transistor 82 is connected to the collector of the first transistor 61 and is connected to the ground terminal 53 via the resistance element 85. The emitter of the second transistor 82 is connected to one terminal 83 of the DC motor 4, and the collector is connected to the other terminal 84 of the DC motor 4.

  Next, the operation of the motor control circuit 9 will be described with reference to FIG.

  In the motor control unit 50, when the engine speed is less than the threshold value S, when the idling signal is output from the ECU 90, the idling signal is turned on (for example, HIGH level). At this time, since the rotary valve 102 is in the open position which is the initial position, the signal output from the Hall sensor IC 6 is in the ON state (for example, HIGH level), and the output of the EXNOR circuit 57 is in the ON state (for example, HIGH level). Then, the first transistor 61 is turned off, and no driving current is supplied to the DC motor 4, so that the DC motor 4 is stopped.

  When the engine speed increases and becomes equal to or greater than the threshold value S, and the idling signal is not output from the ECU 90, the idling signal is turned off. At this time, since the signal output from the hall sensor IC 6 is in the ON state, the output of the EXNOR circuit 57 is in the OFF state. Then, the first transistor 61 is turned on, and a drive current is supplied to the DC motor 4, so that the DC motor 4 is in a drive state. In this case, the rotary valve 102 starts to rotate from the open position to the throttle position.

  When the rotary valve 102 reaches the throttle position, the signal output from the Hall sensor IC 6 is turned off. At this time, since the idling signal is in the OFF state, the output of the EXNOR circuit 57 is in the ON state. Then, the first transistor 61 is turned off, and no driving current is supplied to the DC motor 4, so the DC motor 4 is stopped. At this time, in the short brake unit 80, the second transistor 82 is turned on by the counter electromotive force generated in the DC motor 4, and the terminals 83 and 84 of the DC motor 4 are short-circuited. Is consumed. Thereby, the DC motor 4 can be stopped in a short time, and the rotary valve 102 can be accurately stopped at the throttled position.

  In the motor control unit 50, when the engine speed decreases and becomes less than the threshold value S, and the idling signal is output from the ECU 90, the idling signal is turned on. At this time, since the signal output from the Hall sensor IC 6 is in the OFF state, the output of the EXNOR circuit 57 is in the OFF state. Then, the first transistor 61 is turned on, and a drive current is supplied to the DC motor 4, so that the DC motor 4 is in a drive state. In this case, the rotary valve 102 starts to rotate from the throttle position to the open position.

  When the rotary valve 102 reaches the open position, the signal output from the Hall sensor IC 6 is turned on. At this time, since the idling signal is in the ON state, the output of the EXNOR circuit 57 is in the ON state. Then, the first transistor 61 is turned off, and no driving current is supplied to the DC motor 4, so that the DC motor 4 is stopped. At this time, in the short brake unit 80, the second transistor 82 is turned on by the counter electromotive force generated in the DC motor 4, and the terminals 83 and 84 of the DC motor 4 are short-circuited. Is consumed. As a result, the DC motor 4 can be stopped in a short time, and the rotary valve 102 can be accurately stopped at the open position.

  Thus, according to the motor control circuit 9, it is possible to suitably realize the control of the motor control IC 8 shown in FIG. And by using Hall sensor IC6, according to the idling signal output from ECU90, it becomes possible to determine the position of the rotating shaft 2 non-contactingly. Further, since the back electromotive force of the DC motor 4 is rapidly consumed in the short brake unit 80, the DC motor 4 can be stopped in a short time, and the rotary valve 102 can be accurately stopped at a predetermined position. it can.

  It goes without saying that the present invention is not limited to the embodiment described above. For example, the rotary valve 102 shown in FIGS. 1A and 1B may be a 6-port valve or an 8-port valve. In this case, the magnet 5 fixed to the rotating shaft 2 is a 6-pole or 8-pole magnet according to the number of ports of the rotary valve 102, respectively.

  Further, as the non-contact type rotation detection means for detecting the rotation of the rotary shaft 2, a rotary encoder may be used.

It is sectional drawing which shows the rotary valve utilized for switching of the flow path in an engine mount. It is sectional drawing which shows one Embodiment of the actuator which concerns on this invention. It is sectional drawing which shows the DC motor and reduction gear of the actuator shown in FIG. It is sectional drawing which follows IV-IV of FIG. It is a control flow in a motor control IC. FIG. 6 is a circuit diagram showing a motor control circuit for realizing the control flow shown in FIG. 5.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Actuator, 2 ... Rotating shaft, 2a ... Tip part, 2b ... Gear part, 3 ... Reduction gear, 4 ... DC motor, 5 ... Magnet, 6 ... Hall sensor IC (Hall sensor), 7 ... Circuit board, 8 ... Motor control IC (motor control means), 9 ... motor control circuit, 10 ... housing, 31 ... first gear, 32 ... second gear, 50 ... motor control unit, 57 ... EXNOR circuit, 61 ... first transistor DESCRIPTION OF SYMBOLS 80 ... Short brake part, 81 ... Diode, 82 ... 2nd transistor, 90 ... ECU (vehicle control unit), 100 ... Engine mount, 101 ... Flow path, 102 ... Rotary valve, R ... Non-contact-type rotation detection means .

Claims (3)

In an actuator for rotating a rotary valve used for switching a flow path of a liquid flowing in an engine mount,
A rotating shaft coupled to the rotary valve;
A motor coupled to the rotating shaft via a reduction gear;
Non-contact type rotation detecting means for detecting rotation of the rotating shaft;
An engine mount actuator comprising: motor control means for controlling the motor based on a signal output from the non-contact type rotation detection means.   The non-contact type rotation detecting means is fixed to the rotating shaft, and a magnet in which N poles and S poles are alternately magnetized in a circumferential direction around the axis of the rotating shaft, and a circumference of the magnet 2. The engine mount actuator according to claim 1, further comprising a hall sensor disposed to face the surface. The motor control means determines the position of the rotary shaft based on a signal output from a vehicle control unit that detects an engine speed and a signal output from the non-contact type rotation detection means. The actuator for engine mounting according to claim 1 or 2.

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