Engine mount control system, and hybrid vehicles

Abstract

Even if the engine mounts have deteriorated, this product suppresses further deterioration. [Solution] The engine mount control system is an engine mount control system for mounting a drive system including an engine 3 to a frame member of a hybrid vehicle 1, and comprises a tilt sensor 23 for measuring the amount of inclination of the drive system with respect to the horizontal plane, a first mount device MD1 and a second mount device MD2 that elastically support both ends of the drive system in the vehicle width direction to the frame member and are capable of adjusting the mount height in the vehicle height direction, and a control device 11 that controls the first mount device MD1 and the second mount device MD2 so as to decrease the amount of inclination when the amount of inclination increases.

Description

Technical Field

[0001] The present invention relates to an engine mount control system and a hybrid vehicle.

Background Art

[0002] An engine mounted on a vehicle is generally supported by an engine mount provided on a skeletal member, that is, a side frame in a monocoque structure or a ladder frame structure. Such an engine mount plays a role not only in supporting the engine weight but also in vibration prevention and vibration damping. Therefore, for example, a configuration that absorbs vibration using vibration isolation rubber or an air spring has been proposed (for example, Patent Document 1). More specifically, in the prior art of Patent Document 1, a drive system including an engine and a transmission is placed on a vehicle frame via a plurality of air springs, and the height of the drive system is controlled according to the vehicle speed by supplying and discharging compressed air of the air springs, thereby improving the running stability of the vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when some of the plurality of engine mounts that support the engine are hardened or deformed due to, for example, aging deterioration, the balance of left-right rocking such as engine vibration may be disrupted. In such a case, when the engine inclines in the direction of the deteriorated mount, the load burden of the engine weight increases, which may lead to further acceleration of the deterioration of the deteriorated mount.

[0005] This invention has been made in view of these problems, and its objective is to provide an engine mount control system that can suppress further deterioration even when the engine mount has deteriorated. [Means for solving the problem]

[0006] To achieve the above objective, the engine mount control system of the present invention is an engine mount control system for mounting a drive system including an engine to a vehicle frame member, comprising: an inclination acquisition means for measuring the amount of inclination of the drive system with respect to the horizontal plane; a pair of mounting devices that elastically support both ends of the drive system in the vehicle width direction to the frame member and are capable of adjusting the mounting height in the vehicle height direction; and a control device that controls the pair of mounting devices so as to decrease the amount of inclination when the amount of inclination increases. [Effects of the Invention]

[0007] The engine mount control system of the present invention supports both ends of the drivetrain in the vehicle width direction with a pair of mount devices whose mount height is adjustable, and controls the mount height to suppress the tilt in the vehicle width direction by measuring the amount of tilt of the drivetrain. As a result, even if at least one of the mount devices deforms due to deterioration, the engine mount control system adjusts the mount height of the pair of mount devices to prevent uneven load distribution due to the tilt of the drivetrain. Therefore, according to the engine mount control system of the present invention, even if the engine mount deteriorates, further deterioration can be suppressed. [Brief explanation of the drawing]

[0008] [Figure 1] This block diagram shows the main components of the hybrid vehicle related to this disclosure. [Figure 2] This is a schematic perspective view showing the mounting configuration of the drivetrain, including the engine. [Figure 3] This is a schematic vertical cross-sectional view showing the internal structure of the first mounting device. [Figure 4]This is a flowchart illustrating the control procedure for a pair of mounting devices by a control device. [Figure 5] This is a conceptual diagram illustrating the adjustment of mount height in response to the shift in the vehicle's center of gravity. [Figure 6] This is a conceptual diagram schematically representing the mount height adjustment control in series driving mode. [Figure 7] This is a conceptual diagram schematically representing the mount height adjustment control in parallel driving mode. [Modes for carrying out the invention]

[0009] The embodiments will be described in detail below with reference to the drawings. However, this disclosure is not limited to the content described below, and can be modified and implemented as such without altering its essence. Furthermore, the drawings used in describing the embodiments are schematic representations of the components, and may have been partially emphasized, enlarged, reduced, or omitted to enhance understanding, and may not accurately represent the scale or shape of the components.

[0010] Figure 1 is a block diagram showing the main configuration of the hybrid vehicle 1 according to this disclosure. The hybrid vehicle 1 drives the drive wheels W by driving the drive motor 2 (electric motor) and the engine 3 (internal combustion engine), and employs a series-parallel system that can switch between series driving and parallel driving depending on the driving conditions, as will be described later. The hybrid vehicle 1 may also be a plug-in hybrid vehicle (PHEV) that can be charged from an external source and can supply power to an external source.

[0011] In addition to the above configuration, the hybrid vehicle 1 according to this embodiment also includes a transaxle 4, a generator 5, a battery 6, an inverter 7, an accelerator sensor 8, a brake sensor 9, a vehicle speed sensor 10, and a control device 11. The control device 11 includes an HV-ECU 12 and an engine ECU 13.

[0012] The traveling motor 2 is an electric motor for traveling that can drive the drive wheels W via the transaxle 4 when power is supplied. Note that the traveling motor 2 may be a motor generator (electric generator) that can generate regenerative power during deceleration of the hybrid vehicle 1.

[0013] The engine 3 is an internal combustion engine that outputs power using fuel such as gasoline, and is a so-called turbo engine that can increase its output as needed by being equipped with a supercharger TC that increases the density of the intake air by utilizing the exhaust gas flow.

[0014] The transaxle 4 is a power transmission device that transmits power from the traveling motor 2 and the engine 3 to the drive wheels W, and includes a transmission T / M (transmission, see FIG. 2) for changing the reduction ratio, a clutch for disconnecting and connecting the power from the engine 3 to the drive wheels W, and a differential gear (differential device) for distributing power to the left and right drive wheels W.

[0015] The generator 5 is a generator that can generate electricity using the power output from the engine 3, and controls the amount of generated electricity within the output range of the engine 3 by controlling the generation load.

[0016] The battery 6 is a power storage device composed of a lithium-ion battery or a nickel-metal hydride battery, and outputs the power necessary for driving the traveling motor 2, and also supplies power to various electrical equipment (not shown) mounted on the hybrid vehicle 1.

[0017] The inverter 7 is a power conversion device that converts DC power and AC power, and can drive the traveling motor 2 by supplying the power output from at least one of the generator 5 and the battery 6 to the traveling motor 2. Also, the battery 6 can be charged by supplying the power output from the generator 5 to the battery 6. Further, when the traveling motor 2 can generate regenerative power, the inverter 7 may charge the battery 6 with the generated power.

[0018] The accelerator sensor 8 is a so-called APS (Accelerator Position Sensor) that detects the accelerator operation by the driver of the hybrid vehicle 1. The brake sensor 9 is a sensor that detects the brake operation by the driver of the hybrid vehicle 1. The vehicle speed sensor 10 is a sensor that detects the vehicle speed to determine the driving state of the hybrid vehicle 1.

[0019] The control device 11 is composed of, for example, a microcomputer control circuit, and integrally controls the entire vehicle by receiving state signals and transmitting control signals to various electrical equipment and auxiliary devices (not shown) in addition to each drive system of the hybrid vehicle 1 shown in FIG. 1.

[0020] [[ID={8]]More specifically, the HV-ECU 12 receives each vehicle information from, for example, the accelerator sensor 8, the brake sensor 9, and the vehicle speed sensor 10, grasps the acceleration request and the driving state, and based on these, controls the driving motor 2, the battery 6, and the inverter 7, thereby performing power circulation via the inverter 7 and driving management by the driving motor 2. That is, the HV-ECU 12 controls the output (rotation speed and / or torque) of the driving motor 2 by managing the power supply to the driving motor 2 via the inverter 7 while monitoring the SOC (State Of Charge) of the battery 6.

[0021] Furthermore, the HV-ECU 12 performs cooperative control with the engine side by mutually transmitting and receiving control information to and from the engine ECU 13 connected via vehicle communication such as CAN (Controller Area Network).

[0022] The engine ECU 13 controls the output (rotation speed and / or torque) of the engine 3 and also controls the power generation load of the generator 5. Further, the engine ECU 13 controls the supercharging pressure in the engine by adjusting the opening degree of a wastegate valve (not shown) in the supercharger TC of the engine 3.

[0023] The hybrid vehicle 1, with the configuration described above, can selectively switch between multiple driving modes. For example, when the hybrid vehicle 1 starts moving, the engine 3 and generator 5 are stopped, and the HV-ECU 12 controls the drive of the driving motor 2 using the power of the battery 6, thereby selecting an EV driving mode that is highly energy-efficient at low speeds.

[0024] Furthermore, when driving with relatively low acceleration requirements, a series driving mode can be selected in which the power generated by the generator 5 using the power of the engine 3 is allocated to charging the battery 6 via the inverter, and the power from the battery 6 is used to drive and control the driving motor 2.

[0025] Furthermore, when driving with a relatively high acceleration requirement, a parallel driving mode can be selected in which the engine 3's power is used to control the drive by engaging the clutch in the transaxle 4, and the drive motor 2 is driven by the battery 6's power as needed to assist the driving. Here, the parallel driving mode in this embodiment includes two sub-modes: a parallel low-speed driving mode selected when the transmission T / M in the transaxle 4 is in a low-speed gear (1st gear), and a parallel high-speed driving mode selected when that gear is in a high-speed gear (2nd gear).

[0026] Next, the engine mount control system of the hybrid vehicle 1 will be described. Figure 2 is a schematic perspective view showing the mounting configuration of the drivetrain, including the engine 3. More specifically, Figure 2 is a perspective view from the left rear of the vehicle, showing how the integrally connected engine 3 and transmission T / M are supported by the vehicle's frame members (not shown). In Figure 2, the direction of the drivetrain is indicated by arrows showing the front / rear, left / right, and up / down directions of the hybrid vehicle 1.

[0027] Engine 3 is supported by the vehicle body by a first bracket 20, which serves as a connecting member, with one end fixed to the right side in the vehicle width direction on the front upper surface, and the other end of the first bracket 20, which extends in the vehicle width direction, being connected to a structural member (not shown) such as the right side frame via a first mounting device MD1. Furthermore, the transmission T / M is connected to Engine 3 on the left side in the vehicle width direction, and the transmission T / M is supported by the vehicle body by a second bracket 21, which serves as a connecting member, with one end fixed to the left side in the vehicle width direction on the front upper surface, and the other end of the second bracket 21, which extends in the vehicle width direction, being connected to a structural member (not shown) such as the left side frame via a second mounting device MD2. In other words, the first mounting device MD1 and the second mounting device MD2, as a "pair of mounting devices," support both ends of the drivetrain, including Engine 3 and Transmission T / M, in the vehicle width direction, to the structural member at the front of the drivetrain.

[0028] Furthermore, in this embodiment, since the front upper surface of the drive system is supported by the first mounting device MD1 and the second mounting device MD2, the area near the bottom will swing in the longitudinal direction of the vehicle due to the driving reaction force from the drive wheels W. Therefore, the engine 3 is configured to control this swing by fixing one end of a third bracket 22 as a connecting member to the rear lower surface, and connecting the other end of the third bracket 22, which extends in the longitudinal direction of the vehicle, to a skeletal member (not shown) such as a cross member via a roll stopper RS.

[0029] Furthermore, the drivetrain in this embodiment is equipped with a supercharger TC at the rear of the engine 3, and a tilt sensor 23 (tilt acquisition means) is installed to measure the amount of inclination of the drivetrain with respect to the horizontal plane. Note that the installation position of the tilt sensor 23 is not limited to the location shown in the figure and can be changed as appropriate. The hybrid vehicle 1 adjusts the mount height of the drivetrain using an engine mount control system consisting of the tilt sensor 23, the first mount device MD1 and the second mount device MD2, and the control device 11 described above.

[0030] Next, the structure of the engine mount device that supports the drive system will be described. Since the first mount device MD1 and the second mount device MD2 have the same configuration, only the first mount device MD1 will be described here, and the description of the second mount device MD2 will be omitted. Also, the roll stopper RS ​​has a conventional structure, so its description will be omitted. Figure 3 is a schematic vertical cross-sectional view showing the internal structure of the first mount device MD1.

[0031] The first mounting device MD1 comprises a lower housing 30, a lower connection part 31, a motor with brake 32, a gear 33, a ball screw 34, an upper housing 35, a nut 36, a lifting part 37, a liquid chamber 38, an elastic member 39, a top connection part 40, and a spring 41.

[0032] The lower housing 30 is a rigid, substantially bottomed cylindrical case, connected to a skeletal member (not shown) via a bottom connection portion 31 provided on its outer bottom surface. The lower housing 30 also includes a braked motor 32 that is rotatable in both forward and reverse directions by power supplied via an energizing mechanism (not shown), and a rotation mechanism in which the rotation of the braked motor 32 is transmitted via a gear 33 to a ball screw 34 acting as a spindle.

[0033] The upper housing 35 is a roughly cylindrical rigid case and contains a nut 36 that screws onto a rotating ball screw 34, a lifting part 37 that moves up and down together with the nut 36, and a liquid chamber 38 that is in contact with the lifting part 37. Here, the liquid chamber 38 contains a buffer solution surrounded by a diaphragm and has a variable volume. The liquid chamber 38 is also positioned to be sandwiched between the lifting part 37 and an elastic member 39 made of, for example, rubber.

[0034] The elastic member 39 is connected to the drive system by being connected to the bracket (first bracket 20) via the upper connection portion 40. The lower housing 30 and the lifting portion 37 are connected to each other by a spring 41, and are configured to distribute the load applied to the ball screw 34.

[0035] As a result, the first mounting device MD1 can control the relative distance between the lower housing 30 and the upper housing 35 in accordance with the rotation of the braked motor 32, and can adjust the mounting height and inclination of the drive system while elastically supporting the drive system to the vehicle's frame members. The first mounting device MD1, the second mounting device MD2, and the braked motor 32 of the roll stopper RS ​​are each controlled independently by the control signals from the control device 11 described above.

[0036] Next, the control procedure for the first mounting device MD1 and the second mounting device MD2 in relation to the state of the hybrid vehicle 1 will be described. Figure 4 is a flowchart showing the control procedure for the pair of mounting devices by the control device 11. When the ignition of the hybrid vehicle 1 is switched from OFF to ON, the control device 11 executes the procedure in Figure 4 to control the first mounting device MD1 and the second mounting device MD2 respectively in accordance with the vehicle state.

[0037] When the ignition is turned ON, the control device 11 acquires vehicle information from various parts of the hybrid vehicle 1 (step S1). More specifically, the control device 11 acquires various information necessary for controlling at least the first mounting device MD1 and the second mounting device MD2, such as the accelerator opening, brake pedal pressure, vehicle speed, door open / closed status, driving mode, and shift range of the hybrid vehicle 1. The control device 11 repeats the acquisition of this vehicle information every few milliseconds during the period when the ignition is ON.

[0038] Furthermore, the control device 11 detects the start of parking of the hybrid vehicle 1 by determining whether or not the ignition has been switched to OFF after the driving operation of the hybrid vehicle 1 described later (step S2). If the ignition has been switched to OFF (Yes in step S2), the control device 11 measures the amount of tilt of the drive system via the tilt sensor 23 in the drive system described above (step S3).

[0039] Furthermore, the control device 11 determines whether the drive system is tilted in the vehicle width direction when the hybrid vehicle 1 is parked (step S4). If it is determined that there is a tilt (for example, the tilt angle is greater than or equal to a predetermined angle) (Yes in step S4), it performs an offset to adjust the mounting height of the first mounting device MD1 and the second mounting device MD2 so that the drive system is horizontal in the vehicle width direction (step S5). Specifically, if the drive system is tilted such that the first mounting device MD1 side is lower, the height of the first mounting device MD1 (position of the upper connection part 40) is increased, or the height of the second mounting device MD2 is decreased. Also, if the control device 11 determines that there is no tilt in the drive system (No in step S4), it omits performing the offset (No in step S4).

[0040] Then, the control device 11 locks the mounting heights of the first mounting device MD1 and the second mounting device MD2 when the drive system is horizontal in the vehicle width direction (step S6). As a result, even if at least one of the elastic members of the first mounting device MD1 and the second mounting device MD2 deforms due to deterioration, the hybrid vehicle 1 can adjust the mounting heights of the first mounting device MD1 and the second mounting device MD2 to maintain the horizontal position of the drive system. Therefore, the hybrid vehicle 1 can prevent uneven load distribution due to tilting of the drive system and suppress further deterioration of the first mounting device MD1 and the second mounting device MD2.

[0041] Furthermore, the control device 11 also controls the first mounting device MD1 and the second mounting device MD2 while the ignition is ON. When the ignition of the hybrid vehicle 1 is ON (No in step S2), the control device 11 determines whether the shift state is in the P range or the N range (step S7).

[0042] When the shift lever is in the P or N range, the control device 11 measures the amount of inclination of the drivetrain via the inclination sensor 23 in the drivetrain, because the center of gravity of the vehicle changes due to passengers getting in and out or loading and unloading luggage (step S8).

[0043] Then, the control device 11 adjusts the vehicle's center of gravity by controlling the mounting heights of the first mounting device MD1 and the second mounting device MD2 based on the amount of inclination of the drive system (step S9). More specifically, the control device 11 adjusts the balance of the mounting heights of the first mounting device MD1 and the second mounting device MD2 so that the drive system is horizontal in the vehicle width direction, similar to step S5, and suppresses the movement of the center of gravity in the longitudinal direction of the vehicle by controlling the inclination of the drive system itself, as will be explained next.

[0044] Figure 5 is a schematic diagram illustrating the adjustment of the mount height in response to the shift in the vehicle's center of gravity. More specifically, Figure 5(a) is a schematic diagram illustrating the adjustment of the mount height when the vehicle's weight is shifted towards the rear, such as when an occupant is seated in the rear seat and luggage L is loaded in the trunk.

[0045] When the vehicle weight is biased towards the rear, the control device 11 lowers the mounting heights of both the first mounting device MD1 and the second mounting device MD2 while maintaining a horizontal balance in the vehicle width direction. At this time, since the drive system including the engine 3 is supported at the front of the engine 3 in this embodiment, the center of gravity shifts forward due to the reduction in mounting height. Consequently, the hybrid vehicle 1's vehicle center of gravity C G Because it moves forward, it can suppress the shift of vehicle weight towards the rear due to occupants and luggage L. At this time, the roll stopper RS ​​is in a relatively compressed state.

[0046] On the other hand, Figure 5(b) is a schematic diagram illustrating the adjustment of the mount height when the vehicle weight is biased towards the front, such as when there are no passengers in the rear seats of the vehicle and no luggage L is loaded in the trunk. In this case, the control device 11 raises the mount height of both the first mount device MD1 and the second mount device MD2 while maintaining a horizontal balance in the vehicle width direction. At this time, since the drive system including the engine 3 is supported at the front of the engine 3 in this embodiment, the center of gravity shifts to the rear as the mount height is raised. Consequently, the hybrid vehicle 1's vehicle center of gravity CG Because it moves to the rear, it helps to suppress the bias of vehicle weight towards the front. At this time, the Roll Stopper RS ​​is in a relatively extended state.

[0047] In other words, the control device 11 can adjust the weight balance in the longitudinal direction of the vehicle by detecting the movement of the vehicle's center of gravity in the longitudinal direction based on the tilt amount of the drive system, and by controlling the mounting height of the first mounting device MD1 and the second mounting device MD2 to suppress the movement of the center of gravity.

[0048] Returning to Figure 4, if the control device 11 determines that the shift range is neither P nor N (step S7), it determines the driving mode, assuming that the vehicle is in a driving state or a stopped state where it can start moving (step S10). Here, the control device 11 selects one of the above-mentioned driving modes: series driving mode, parallel low-speed driving mode, or parallel high-speed driving mode.

[0049] When the driving mode is series driving mode, the control device 11 adjusts the mount height according to the engine vibration mode during power generation operation (step S11). Figure 6 is a schematic diagram illustrating the mount height adjustment control in series driving mode. More specifically, Figure 6(a) is a schematic diagram of the mount height when the turbocharger TC is stopped and the engine 3 is performing power generation operation in series driving mode. In this case, since the stopped turbocharger TC does not affect the engine 3 with vibration, the control device 11 maintains the mount height set in step S9, for example.

[0050] On the other hand, when the turbocharger TC is driven in series driving mode, the turbocharger TC vibrates mainly in the direction indicated by the dashed double arrow in Figure 6(a). As a result, the engine 3 is shaken considerably, especially by vibration components in the longitudinal direction of the vehicle, which may cause cracking of engine piping and brackets, and accumulation of vibration fatigue in surrounding parts. Therefore, as shown in Figure 6(b), when the turbocharger is driven in series driving mode, the control device 11 lowers the mounting height of the first mounting device MD1 and the second mounting device MD2 so that the vibration direction of the turbocharger TC is closer to the vehicle height direction. This allows the hybrid vehicle 1 to minimize the engine vibration mode associated with the vibration of the turbocharger TC and reduce the risk of damage to surrounding parts.

[0051] Furthermore, in determining the driving mode (step S10), if the control device 11 determines that it is in parallel low-speed driving mode, it sets the first mounting device MD1 and the second mounting device MD2 to the mounting height for parallel low-speed driving (step S12).

[0052] Figure 7 is a schematic diagram illustrating the mount height adjustment control in parallel driving mode. More specifically, Figure 7(a) is a schematic diagram of the mount height set during low-speed driving in parallel driving mode.

[0053] In parallel low-speed driving mode, which involves driving under high load such as on uphill roads, the control device 11 raises the mounting height of the first mounting device MD1 and the second mounting device MD2 to ensure stable driving by evenly distributing the vehicle weight to all wheels. Furthermore, since the hybrid vehicle 1 may repeatedly stop and start in parallel low-speed driving mode, the control device 11 extends the roll stopper RS ​​to maximize the absorption of engine vibrations 3 during acceleration and deceleration, thereby improving driving stability.

[0054] Furthermore, in determining the driving mode (step S10), if the control device 11 determines that it is in parallel high-speed driving mode, it sets the first mounting device MD1 and the second mounting device MD2 to the mounting height for parallel high-speed driving (step S13). Figure 7(b) is a schematic diagram of the mounting height set during high-speed driving in parallel driving mode.

[0055] In the parallel high-speed driving mode, the control device 11 controls the mounting height of the first mount device MD1 and the second mount device MD2 to be lower than in the parallel low-speed driving mode. At this time, the control device 11 controls the roll stopper RS ​​to be retracted, assuming that the possibility of repeated stop-and-go driving is low in the parallel high-speed driving mode. This lowers the center of gravity of the vehicle along with the center of gravity of the engine, thereby improving driving stability at high speeds.

[0056] The control device 11 can adjust the mounting height of the first mounting device MD1 and the second mounting device MD2 appropriately according to the driving mode by repeatedly executing one of the control steps S11 to S13 while the hybrid vehicle 1 is in motion. If the driving mode is EV driving, the same control as in step S9 should be performed.

[0057] As described above, the engine mount control system according to this disclosure supports both ends of the drivetrain in the vehicle width direction with a pair of first mount devices MD1 and second mount devices MD2 whose mount heights are adjustable, and controls the mount height to suppress tilting in the vehicle width direction by measuring the amount of tilting of the drivetrain. As a result, even if at least one of the first mount device MD1 and the second mount device MD2 is deformed due to deterioration, the engine mount control system adjusts the mount heights of the pair of first mount devices MD1 and second mount devices MD2 to suppress uneven load distribution due to tilting of the drivetrain. Therefore, according to the engine mount control system of this disclosure, even if the first mount device MD1 and the second mount device MD2 deteriorate, further acceleration of deterioration can be suppressed.

[0058] Furthermore, the engine mount control system according to this disclosure can prevent uneven load distribution due to tilting of the drive system by controlling the mounting height of a pair of first mount devices MD1 and second mount devices MD2 so that the drive system is horizontal in the vehicle width direction.

[0059] Furthermore, in the engine mount control system according to this disclosure, the first mount device MD1 and the second mount device MD2 are positioned at the front or rear of the drive system. The control device 11 detects the movement of the vehicle's center of gravity in the longitudinal direction of the vehicle based on the amount of inclination measured by the inclination sensor 23, and controls the mounting height of the first mount device MD1 and the second mount device MD2 to suppress the movement of the center of gravity. As a result, the engine mount control system can adjust the vehicle's center of gravity to be suitable for vehicle driving even when the center of gravity of the vehicle is shifted due to occupants, luggage, etc.

[0060] Furthermore, the hybrid vehicle 1 according to this disclosure has an engine 3 equipped with a turbocharger TC at the rear, and a first mounting device MD1 and a second mounting device MD2 are positioned at the front of the drivetrain. The control device 11 controls the mounting height of the first mounting device MD1 and the second mounting device MD2 to decrease when the turbocharger TC is driven in series driving mode. As a result, the hybrid vehicle 1 can suppress vibrations of the engine 3 associated with the driving of the turbocharger TC, and the risk of damage to engine-related components can be reduced.

[0061] Furthermore, in parallel driving mode, the hybrid vehicle 1 according to this disclosure is controlled so that the mounting height of the first mounting device MD1 and the second mounting device MD2 is lower in parallel high-speed driving mode (vehicle speed above a predetermined level or a high-speed gear is selected in the drivetrain transmission) than in parallel low-speed driving mode (vehicle speed below a predetermined level or a low-speed gear is selected in the drivetrain transmission). As a result, the hybrid vehicle 1 lowers the vehicle's center of gravity along with the center of gravity of the engine 3, thereby improving driving stability at high speeds.

[0062] This concludes the description of the embodiments, but the disclosure is not limited to the embodiments described above. For example, in the embodiments described above, the first mounting device MD1 and the second mounting device MD2 are arranged at the front of the drive system, but each mounting device may be arranged at the rear of the drive system. In this case, the hybrid vehicle 1 can move the center of gravity of the drive system forward by raising the mounting height of each mounting device, or move the center of gravity of the drive system rearward by lowering the mounting height of each mounting device, thereby achieving the same effects as in the embodiments described above.

[0063] Furthermore, although the above embodiment illustrates a configuration in which the tilt amount of the drive system is measured by the tilt sensor 23, the tilt amount of the drive system may also be measured by the pressure difference between the pressure sensors of the first mounting device MD1 and the second mounting device MD2, by providing a pair of pressure sensors in each of the first mounting device MD1 and the second mounting device MD2 to measure the liquid pressure in the liquid chamber 38. Alternatively, the tilt sensor 23 and the pair of pressure sensors may be used in combination.

[0064] Furthermore, in this embodiment, the shift in the vehicle's center of gravity was determined by the position of the occupants and the presence or absence of luggage, but other means such as a vehicle tilt sensor that acquires the inclination of the vehicle body may also be used.

[0065] Furthermore, this invention can be applied not only to hybrid vehicles but also to vehicles that run solely on an engine. [Explanation of Symbols]

[0066] 1. Hybrid vehicle 3 Engines 4 transaxles 11 Control device 23 Tilt Sensor MD1 First Mounting Device MD2 Second Mounting Device RS Roll Stopper

Claims

1. An engine mount control system that mounts the drivetrain, including the engine, to the vehicle's frame members, An inclination acquisition means for measuring the amount of inclination of the drive system with respect to the horizontal plane, A pair of mounting devices elastically support both ends of the drive system in the vehicle width direction to the frame member, and allow adjustment of the mounting height in the vehicle height direction, An engine mount control system comprising: a control device that controls the pair of mount devices so as to decrease the amount of inclination when the amount of inclination increases.

2. The engine mount control system according to claim 1, wherein the control device controls the pair of mount devices so that the drive system is horizontal in the vehicle width direction.

3. The pair of mounting devices are positioned in front of or behind the drive system. The engine mount control system according to claim 1, wherein the control device detects the movement of the vehicle's center of gravity in the longitudinal direction of the vehicle based on the amount of inclination, and controls the mount height of the pair of mount devices to suppress the movement of the center of gravity.

4. A hybrid vehicle comprising the engine mount control system described in claim 1, which is driven by the power of at least one of the engine and the drive motor, The aforementioned engine is equipped with a supercharger at the rear, The pair of mounting devices are positioned in front of the drive system. A hybrid vehicle in which the control device controls the mounting height of the pair of mounting devices to decrease when the supercharger is running compared to when it is stopped, in a series driving mode in which the engine generates electricity and the vehicle is driven by the drive motor.

5. A hybrid vehicle comprising the engine mount control system described in claim 1, which is driven by the power of at least one of the engine and the drive motor, The aforementioned engine is equipped with a supercharger at the rear, The pair of mounting devices are positioned in front of the drive system, The control device controls the mount height of the pair of mount devices to decrease when the vehicle speed is higher than when the vehicle speed is lower, in a parallel driving mode in which the vehicle is driven by both the engine and the drive motor, in a hybrid vehicle.

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