CN102900804B - Vibration isolating unit for vehicle - Google Patents

Abstract

The invention provides a vibration isolating unit for vehicles. Driving power of an actuator can be reduced by the device. The vibration isolating unit for vehicles comprise a rod (11) with one end (12) thereof fixed on an engine (1) and the other end (13) fixed on the vehicle body; an inertia block (15) supported on the rod (11); an actuator (17) for driving the inertia block to move backward and forward in an axis direction of the rod; an electric control component (26) for driving the actuator; and an electric power storage component (26) for supplying electric power to the electric control component; wherein the actuator does not drive, the electric control component converts vibration of the inertia block into electric power and charge the electric power into the electric power storage component.

Description

Vibration Isolation Devices for Vehicles

technical field

The present invention relates to a vibration isolating device for a vehicle for suppressing vibration transmitted from an engine as a vibration source to a vehicle body side.

Background technique

As a vibration isolating device that suppresses the vibration transmitted from the engine to the vehicle body side, a vibration isolating device is proposed in which the rigid body resonance frequency of the torsion bar is set lower than the resonance frequency of the engine, and a torsion force is generated in the driver. The speed of axial displacement of the rod is proportional to the force (Patent Document 1).

Patent Document 1: Japanese Unexamined Patent Publication No. 2011-12757

However, in the conventional vibration isolation device described above, since the driving power of the driver is supplied from the battery mounted on the vehicle, there is a problem that the fuel consumption of the vehicle increases by the amount corresponding to the driving power.

Contents of the invention

The problem to be solved by the present invention is to provide a vibration isolation device for a vehicle capable of reducing the driving power supplied to the driver from the outside of the torsion bar.

The present invention solves the above-mentioned problems by using the driver to convert the vibration of the inertial mass into electric power and storing it in the power storage component when the driver is not driven; The electric power is used to drive and control the inertia block.

Since the vibration of the engine also vibrates the inertial mass, the driver can convert the vibration energy of the inertial mass into electric power and store it while the vibration isolation function is stopped. In addition, when the vibration isolation function is required, the driver can be driven using the stored electric power, so the driving power supplied to the driver from the outside of the torsion bar can be reduced by using only the stored power.

Description of drawings

FIG. 1A is a front view showing an example in which a vibration isolation device according to an embodiment of the present invention is applied to a vehicle engine.

FIG. 1B is a top view of FIG. 1A .

FIG. 2 is an exploded perspective view of FIGS. 1A and 1B .

Fig. 3 is a sectional view showing the upper torsion bar of Fig. 1B.

Fig. 4A is a perspective view showing the upper torsion bar of Fig. 1B.

4B is a perspective view of the upper torsion bar of FIG. 4A viewed from the opposite side.

FIG. 5A is four views (front view, left view, right view, and plan view) showing the upper torsion bar in FIGS. 4A and 4B .

5B is a perspective view and a front view showing a state in which the base plate is removed from the upper torsion bar in FIG. 5A .

Fig. 5C is a perspective view and a front view showing the substrate of Fig. 5A.

Fig. 6A is a plan view showing an example of mounting the upper torsion bar shown in Figs. 4A and 4B to an engine.

Fig. 6B is a plan view showing another example of attaching the upper torsion bar shown in Figs. 4A and 4B to an engine.

FIG. 7 is a diagram for explaining a vibration state of an engine.

8A is a graph showing the vibration characteristics of the upper torsion bar when it is driven and when it is not driven.

8B is a diagram showing an example of switching between the control area and the charging area of the vibration isolation device for a vehicle according to the embodiment of the present invention.

8C is a graph showing the vibration energy of the inertia mass of the upper torsion bar in the idling state and the power consumption of the driver in the control mode.

Fig. 9 is a frequency characteristic diagram of a transmission force of a structure capable of obtaining a double vibration isolation effect.

FIG. 10 is a graph showing a setting example of bush rigidity of a torsion bar.

FIG. 11 is a graph for explaining an example of calculation of the engine rotational speed using an acceleration sensor of a torsion bar.

FIG. 12 is a graph for explaining another example of calculation of the engine speed using the acceleration sensor of the torsion bar.

Detailed ways

First, a so-called pendulum engine to which a vibration isolating device for a vehicle according to an embodiment of the present invention is applied will be described. As shown in FIGS. 1A and 1B , the support structure of the pendulum-type engine 1 is: relative to the inertial axis L of the engine 1 and the width direction of the vehicle (the direction perpendicular to the direction of travel, also referred to as the vehicle left-right direction) For a so-called transversely mounted engine 1 arranged in parallel, the two support points P1 and P2 supporting the engine 1 are located near the main axis of inertia L of the engine 1 in the plan view of FIG. , in the side view of FIG. 1A , the two support points P1 , P2 are located above the main axis of inertia L of the vehicle. In addition, the two support points P1 and P2 are constituted by respective left and right engine mounts 3 and 4 as shown in FIG. 2 .

The advantage of the support structure of the pendulum type engine is that the engine 1 is suspended and supported like a pendulum, and rod-shaped members such as the torsion bars 5 and 6 installed on the vehicle body are used to suppress the movement around the connecting two support points P1 and P2. The movement of the center of gravity G of the engine in a linear swing can obtain the same vibration damping effect as conventional ones with a smaller number of components. That is, the engine 1 supported by a pendulum is tilted about the axis connecting the two support points P1 and P2 under the action of the rotational inertial force when the engine 1 is running. In order to support the engine 1 while preventing this inclination, there is a first torsion bar (upper torsion bar) 5 for connecting approximately the upper half of the engine 1 and the vehicle body side member, and the remaining lower half for connecting the engine 1 Part of the 2nd torsion bar (lower torsion bar) 6 with the body side member. The upper torsion bar 5 is connected to the engine 1 from the upper right of the vehicle, and the other lower torsion bar 6 is connected to the engine 1 from the lower side of the vehicle. These two torsion bars 5 and 6 can prevent the pendulum engine 1 from tilting.

The above-mentioned engine 1 is, for example, an inline 4-cylinder or V-type 6-cylinder engine with a two-stage balancer. In the in-line 4-cylinder engine and the V-type 6-cylinder engine with a two-stage balancer, the unbalanced inertial force is small at the basic order (Japanese: basic order) of engine rotation, so it is mainly caused by engine torque fluctuations The reaction force acts on the engine 1 . Thus, the present inventors came to the insight that at the basic order of engine rotation, the input from the above-mentioned two torsion bars 5, 6 of bearing torque mainly forms interior noise and interior vibration. In addition, it is well known that interior noise up to about 1000 Hz, consisting of higher orders of the basic order, can be problematic for passengers, mainly when the vehicle is accelerating.

As described above, the vibration isolating device for a vehicle of this example includes two torsion bars 5 , 6 . As shown in FIG. 1B , the upper torsion bar 5 is installed between the upper part of the engine 1 and the vehicle body. On the other hand, as shown in FIGS. 1A , 1B and 2 , the lower torsion bar 6 is installed between the lower part of the engine 1 and the subframe 2 . Since the upper torsion bar 5 and the lower torsion bar 6 in this example have the same basic structure, the structure of the upper torsion bar 5 will be described, and the description of the structure of the lower torsion bar 6 will be omitted.

With regard to the upper torsion bar 5 shown in Fig. 2 and Fig. 3, in order to illustrate its internal structure, it is shown as the state after removing the housing 20 shown in Fig. 4A etc., but as shown in Fig. 4A to Fig. 6B, the actual The upper torsion bar 5 is formed in a structure including a housing 20 and the like. As shown in Figures 2 and 3, the upper torsion bar 5 includes: a rod 11, a bushing 12 at one end of the rod 11 is fixed on the top of the engine 1, and a bushing 13 at the other end is fixed on the vehicle body; 15 , which is supported on the rod 11 ; the driver 17 , which makes the inertia block 15 move back and forth in the axial direction of the rod 11 .

Fig. 3 is a sectional view of main parts of the upper torsion bar 5, and a pair of bushes 12, 13 are fixed to both ends of a bar-shaped bar 11 by welding. The bushing 12 fixed on the engine side consists of a cylindrical outer cylinder 12a, a cylindrical inner cylinder 12b coaxial with the outer cylinder 12a, and an elastic body (soundproof material) connecting the outer cylinder 12a and the inner cylinder 12b. ) 12c constitutes. The bushing 12 is fixed to the engine 1 by bolts (not shown) penetrating the inner cylinder 12 b in a direction perpendicular to the paper surface of FIG. 3 .

On the other hand, the bushing 13 fixed on the vehicle body side is also the same as the above-mentioned bushing 12, and consists of a cylindrical outer tube 13a, a cylindrical inner tube 13b coaxial with the outer tube 13a, and the outer tube. 13a and the inner cylinder 13b are composed of an elastic body (soundproof material) 13c connected. The bushing 13 is fixed to a member on the vehicle body side with bolts (not shown) penetrating the inner cylinder 13 b in a direction perpendicular to the paper surface of FIG. 3 .

In addition, the embodiment shown in FIG. 3 is a structure in which the bushing 12 is fixed to the engine 1 and the bushing 13 is fixed to the vehicle body side, but it is not limited to this, and the bushing 12 may be fixed to the vehicle body side, the bushing 13 is fixed on the engine 1. Moreover, the upper torsion bar 5 shown in FIG. 3 is an example in which two bolts penetrating the inner cylinders 12b, 13b of the bushes 12, 13 are arranged in parallel, but the upper torsion bar shown in FIGS. 2, 4A-6B 5, is an example in which two bolts 18, 19 penetrating through the inner tubes 12b, 13b of the bushes 12, 13 are arranged in directions perpendicular to each other. The fixing directions of the bushes 12 and 13 can be appropriately changed according to the shape of the fixing portion on the vehicle body side and the fixing portion of the engine 1 .

The elastic bodies (sound insulating materials) 12c and 13c of this example are members having both spring and damping functions, for example, elastic rubber can be used.

In the upper torsion bar 5 of this example, the diameters of the outer and inner cylinders of the bushes 12 and 13 are different. That is, the diameters of the outer cylinder 13a and the inner cylinder 13b of the bushing 13 are relatively smaller than the diameters of the corresponding outer cylinder 12a and inner cylinder 12b of the bushing 12, and the rigidity of the elastic body 13c of the bushing 13 is relatively relatively small. Rigidity greater than that of the elastic body 12 c of the bush 12 . By making the rigidities of the elastic bodies 12c, 13c of the pair of bushes 12, 13 different, engine rigid resonance and rod rigid resonance in the rod axial direction suitable for double vibration isolation are generated at two different frequencies.

That is, as shown by the solid line in FIG. 9, the engine rigidity resonance A in the rod axial direction determined by the rigidity of the elastic body 12c of the bush 12 occurs at a frequency f1 [Hz] approximately close to zero, and the elasticity of the bush 13 The rod rigidity resonance B in the rod axial direction determined by the rigidity of the body 13c occurs at a frequency f2 [Hz] close to 200 Hz. If the description is based on a spring block system that greatly simplifies the engine rigid resonance and the rod rigid resonance for easy understanding, the engine rigid resonance A is determined by the mass of the engine and the rigidity (spring constant) of the elastic body 12c of the bush 12, and the rod Rigid resonance B consists of the mass between the elastic body 12c of the bushing 12 and the elastic body 13c of the bushing 13, that is, the mass of the rod 11 (and the outer cylinder part of each bushing) and the rigidity of the elastic body 13c of the bushing 13 ( spring constant) determined.

The bending and torsional resonance frequency f3 of the engine 1 alone is about 280 Hz to 350 Hz in the case of a general vehicle engine. As in this example, if the engine rigid resonance A is approximately zero and the rod rigid resonance B is set to If the frequency is about 200 Hz, transmission of the bending and torsional resonant vibration of the engine 1 to the vehicle body can be effectively suppressed on the high frequency side (in the vibration isolation region) (double vibration isolation).

According to the above, in order to make the frequency of engine rigidity resonance A and rod rigidity resonance B lower than the resonance frequency f3 of bending and torsion of the engine, it is only necessary to determine the rigidity (spring constant) of the elastic body 12c of the bushing 12 and the elasticity of the bushing 12. The mass between the body 12c and the elastic body 13c of the bush 13, that is, the mass of the rod 11 (and the outer cylinder portion of each bush) and the rigidity (spring constant) of the elastic body 13c of the bush 13 are sufficient. Then, there is such a double vibration isolation effect that the engine rigidity resonance A and the rod rigidity resonance B are caused to occur at two different frequencies, that is, the frequency f1 in the low frequency region and the frequency f2 in the intermediate frequency region, thereby obtaining The effect of preventing the vibration transmitted from the engine 1 to the vehicle body side. However, in the vibration isolator of the present invention, it is not necessary to make the diameters of the outer cylinder and the inner cylinder of the bushes 12, 13 different, and the bushes 12, 13 may have the same structure.

Returning to FIG. 3 , the upper torsion bar 5 of this example includes an inertial mass 15 made of magnetic metal, etc., a driver 17 , an acceleration sensor 21 , a bandpass filter 22 , and a voltage amplifying circuit 23 .

The inertial mass 15 is provided coaxially with the rod 11 around the rod 11 . The cross section of inertial mass 15 viewed in the axial direction of rod 11 is point-symmetrical about the center (center of gravity) of rod 11 , and the center of gravity of inertial mass 15 coincides with the center of rod 11 . As shown in Fig. 2 and Fig. 5C, the inertia block 15 is made into a square tube, and the two axial ends of the rod of the inertia block 15 (the upper and lower ends in Fig. 3 ) are respectively connected to the rod 11 by means of elastic support springs 16 . The elastic support spring 16 is, for example, a leaf spring having relatively low rigidity. A part of the inner wall 15 a of the inertial mass 15 protrudes toward a permanent magnet 17 c of an actuator 17 described later.

As shown in FIG. 3 , the upper torsion bar 5 of this example is provided with a driver 17 in the space between the inertial mass 15 and the bar 11 . The actuator 17 is a linear (linear motion type) actuator including a square tube-shaped iron core 17 a , a coil 17 b , and a permanent magnet 17 c , and reciprocates the inertial mass 15 in the axial direction of the rod 11 .

The iron core 17a constituting the coil magnetic circuit is made of laminated steel plates and fixed to the rod 11 . The iron core 17a is divided into a plurality of members before assembling the upper torsion bar 5, and the plurality of members are bonded around the bar-shaped rod 11 with an adhesive to form the square tube-shaped iron core 17a as a whole. The coil 17b is wound around the square tube-shaped iron core 17a. The permanent magnet 17c is provided on the outer peripheral surface of the iron core 17a.

Because driver 17 is such a structure, therefore, can utilize the reactance torque produced by the magnetic field produced by coil 17b and permanent magnet 17c to drive inertial mass 15, inertial mass 15 is linearly moved, that is, inertial mass 15 is made to move in the direction of rod 11. The axis moves back and forth upwards. On the contrary, when the vibration of the engine 1 is transmitted and the inertial mass 15 reciprocates in the axial direction of the rod 11, an alternating current is generated in the coil 17b by electromagnetic induction. That is, since the driver 17 also functions as a generator, in the vibration isolation device for a vehicle of this example, the driver 17 is driven using the generated electric power. The details will be described later.

An acceleration sensor 21 is installed between the bushes 12 and 13 on a surface parallel to the horizontal plane passing through the shaft center of the rod 11. The acceleration of the vibration transmitted from the engine 1 to the rod 11 is detected. Specifically, as shown in FIG. 5C , the acceleration sensor 21 is mounted on a substrate 24 mounted to the opening portion 20A of the housing 20 . Then, the signal of the rod axial acceleration from the acceleration sensor 21 is input to the voltage amplifying circuit 23 through the band-pass filter 22, and the amplified signal in the voltage amplifying circuit 23 is applied to the coil 17b of the driver 17 (control voltage) . The voltage amplifying circuit 23 can be constituted by, for example, an operational amplifier. As shown in FIG. 5C , these bandpass filter 22 and voltage amplifying circuit 23 are also mounted on the substrate 24 mounted at the opening 20A of the housing 20 .

The inertial mass 15 is supported by a relatively soft leaf spring (elastic support spring 16 ), and the inertial mass 15 resonates relative to the rod 11 in the rod axial direction at a relatively low frequency of, for example, 10 Hz to 100 Hz. For example, since the second-order vibration frequency of the idle speed of a 4-cylinder engine is about 20 Hz, as long as the resonance frequency of the inertial mass 15 can be set to 10 Hz, the resonance of the inertial mass 15 can be suppressed regardless of the operating conditions of the engine 1 .

On the other hand, when it is desired to set the resonance frequency of the inertial mass 15 to a low frequency such as 10 Hz, if the inertial mass 15 is too large and the setting is difficult, it is only necessary to set the resonance frequency of the inertial mass 15 in advance. At a frequency lower than about half of the rod rigidity resonance B (200 Hz in the embodiment) to be suppressed, the mutual resonance frequencies are sufficiently separated, and vibration transmission can be sufficiently suppressed.

Moreover, by passing the acceleration signal detected by the acceleration sensor 21 into the band-pass filter 22, control is not performed at an unnecessary frequency, and the control stability is improved. In addition, it is possible to suppress unnecessary power consumption and achieve a frequency range within the target frequency range. The transmission force is reliably suppressed within. As shown in Fig. 9, the vibration isolation region for the rod rigid resonance B is the resonance frequency f2 of the rod rigid resonance B multiplied by the specified value Therefore, as the bandpass filter 22, the resonance frequency (low frequency of 10 Hz to 100 Hz) of the rod axial direction including the inertial mass 15 is selected so that the resonance frequency is within the range of the rigid resonance of the rod. The filter that passes signals in the frequency range of the vibration isolation region of B, that is, the filter that passes signals up to the upper limit (for example, 400 Hz) of the range in which the control in the vibration isolation region does not diverge.

In addition, in order to perform speed feedback control that increases the attenuation of the rod 11 to be controlled, a force is generated from the driver 17 in a frequency band passing through the band-pass filter 22 that is detected by the acceleration sensor 21. The axial velocity of the vibrating rod is approximately proportional to the force obtained by adding a minus sign to the force.

Next, the casing 20 and the substrate 24 will be described.

As shown in FIGS. 4A to 6B , the housing 20 of this example is composed of a rigid body that is fixed or integrally formed on the outer cylinders 12a, 13a of the bushes 12, 13, and vibrations in the axial and pitch directions of the rod 11, etc. transmit efficiently. Furthermore, an opening 20A is formed at a position between the bushes 12 and 13 of the housing 20 , and the substrate 24 is attached so as to airtightly or watertightly seal the opening 20A. The inertial mass 15 and the actuator 17 shown in FIG. 3 are accommodated inside the casing 20, and are protected by a substrate 24 from water or the like from the outside.

As shown in FIG. 5C , the above-mentioned acceleration sensor 21 , a control circuit 25 including a bandpass filter 22 and a voltage amplifier circuit 23 , and a secondary battery 26 including a power conversion circuit are mounted on the main surface of a substrate 24 .

Among them, the acceleration sensor 21 is mounted on the base plate 24 so as to be located between the bushes 12 and 13 , that is, on a plane parallel to a horizontal plane passing through the shaft center of the rod 11 (axis supporting torque). As shown in FIG. 7 , a 4-cylinder engine or the like generates vibration caused by an unbalanced inertial force acting in the vertical direction, and when the acceleration sensor 21 is arranged at a position shifted upward with respect to the axial direction of the torque of the support rod 11, the vibration caused by the engine 1 The up and down vibration of the torsion bar produces pitch direction vibration in the torsion bar, but in this example, since the acceleration sensor 21 is arranged on a surface parallel to the horizontal plane passing through the torque support shaft, the sensitivity in the pitch direction vibration reduce. That is, the vibration detection accuracy in the axial direction is improved. As a result, as shown in FIG. 10, even when the axial rigid resonance of the rod 11 is greatly reduced, since the noise of the rigid resonance in the pitch direction is hardly detected, the acceleration sensor 21 detects The rigid resonance in the pitch-out direction is lowered to the normal range, thereby suppressing the inconvenience of increasing the control power.

In particular, since the acceleration sensor 21 is arranged between the bushes 12 and 13, by arranging the acceleration sensor 21 in the region where the rigid resonance node in the pitch direction of the rod 11 exists, the sensitivity in the pitch direction will be changed. smaller.

Then, when the upper torsion bar 5 of the above structure is installed between the engine 1 and the vehicle body, and the engine is driven at an engine speed of 2000 rpm to 6000 rpm, the driver 17 of the upper torsion bar 5 is driven and controlled and the upper torsion bar is not driven. In the case of the driver 17 of 5, the vibration conditions in the front and rear directions of the vehicle were observed, and the results are shown in FIG. 8A. From this result, it can be concluded that in the region where the engine speed is in the high speed region, 3500 rpm or more in the results shown in the figure, compared with the case where the driver 17 for controlling the upper torsion bar 5 is not driven, driving In the case of controlling the actuator 17 of the upper torsion bar 5, the vibration damping effect is large, but in the region where the engine speed is low, and in the result shown in the figure, it is 3500 rpm or less, regardless of whether the upper torsion bar 5 is driven or not. The driver 17, its vibration magnitude does not change much.

Therefore, in the vehicle vibration isolating device of this example, as shown in FIG. 8B , control is performed so that in an operating state where the engine speed is less than 3500 rpm, power is not supplied to the driver 17 of the upper torsion bar 5, which is non-driving, and the driver 17 drives the The vibration energy of the inertial mass 15 is converted into AC power, and the AC power is converted into DC power by a power conversion circuit (inverter circuit, etc.) included in the secondary battery 26 , and the DC power is charged into the secondary battery 26 .

On the other hand, in the operating state where the engine speed is 3500 rpm or more, the DC power charged in the secondary battery 26 is converted into AC power by the power conversion circuit, and then supplied to the driver 17 of the upper torsion bar 5, such as Vibration control of the inertial mass 15 as described above exhibits a vibration isolation function. 8C is the result of measuring the vibration energy of the inertial mass 15 when the engine 1 is in an idling state (left bar graph), and the measurement is performed to supply electric power to the driver 17 of the upper torsion bar 5 to suppress resonance in the front and rear directions of the vehicle. As a result of the power consumption at the time (right bar graph), the two are approximately the same power. Therefore, in a normal operating state, self-sufficiency can be achieved by using only the vibration energy of the inertial mass 15 without supplying electric power from the outside.

In addition, the engine rotational speed as the threshold value for the driver 17 to function as a generator or to function as a vibration isolator should only be able to acquire a detection signal from a rotational speed sensor provided in the engine 1 . However, since the upper torsion bar 5 of this example does not require other wiring to connect to the outside, calculations can also be performed inside the upper torsion bar 5 using the acceleration sensor 21 . For example, an IC circuit for performing a Fourier transform operation is provided in the substrate 24 for performing a Fourier transform operation on the detection signal of the acceleration sensor 21 shown in the left diagram of FIG. As shown in the right graph of the figure, the frequency at which the maximum level is reached is detected. Then, by multiplying this frequency by 60 and dividing by the basic order of rotation of the engine (for a 4-cylinder engine, the basic order is 2), the engine speed can be obtained.

In addition, instead, as shown in FIG. 12 , for the detection signal of the acceleration sensor 21, the magnitude of the signal obtained by performing a band-pass filter with a control range of 3500 rpm to 6000 rpm may be such that the driver 17 functions as a generator, or Threshold to function as a vibration isolator.

As mentioned above, in the vehicle vibration isolation device of this example, when the driver 17 is not driven, the vibration energy of the inertial mass 15 is converted into electric power and charged in the secondary battery 26, and when the driver 17 is driven, the charged The electric power in the secondary battery 26 is subjected to vibration-isolation control, so that it is not necessary to supply electric power from the outside, and the power consumption can be reduced overall. Furthermore, since the secondary battery 26 and the driver 17 are disposed close to each other in the torsion bar, the voltage drop due to the wiring is small, thereby reducing power loss. In addition, since the control circuit 25 and the secondary battery 26 are provided in the torsion bar, they also function as the inertial mass 15 and can reduce the rigid body resonance frequency of the torsion bar in the vehicle front-rear direction.

In particular, the vehicle vibration isolating device of this example controls the rigid body resonance frequency of the torsion bars 5, 6, which needs to perform vibration isolation control under operating conditions close to the fundamental order in the frequency and high rotational speed region of the engine, and another On the other hand, in the low rotational speed range of the engine 1 , the vibration transmitted from the engine 1 to the support portion of the engine becomes larger. Therefore, by setting the charging mode when the engine 1 is operating in the low rotational speed range and the control mode when the engine 1 is operating in the high rotational speed range, self-sufficiency of electric power can be realized.

In the vibration isolating device for a vehicle of this example, the low rotational speed region of the engine 1 preferably includes at least an idling rotation state or a charging state when the vehicle is a hybrid vehicle (for example, a state in which the engine is operated to charge the battery while the vehicle is parked). wait). In such an operating state of the engine 1 , the vibration transmitted to the support portion of the engine 1 increases, and therefore, the charge amount to the secondary battery 26 can be increased.

Furthermore, it is preferable to set the charging mode at least when the basic order of rotation of the engine 1 coincides with the natural frequency of the axial direction of the inertial mass 15 . When the basic order of rotation of the engine 1 matches the natural frequency of the inertial mass 15, the displacement of the inertial mass 15 increases, and therefore, the charge amount to the secondary battery 26 increases, enabling efficient charging.

On the contrary, it is preferable to make the control mode at least when the resonance frequency in the front-rear direction of the torsion bars 5 and 6 is equal to the basic order of the rotation of the engine 1 . Since the rigid resonance of the torsion bars 5 and 6 that deteriorates the noise inside the vehicle can be suppressed, the noise inside the vehicle can be reduced.

Furthermore, in order to efficiently charge, the vibration of the engine 1 is transmitted to the torsion bars 5 and 6 as much as possible, and the vibration of the engine 1 is not transmitted to the vehicle in order to ensure the quietness of the vehicle. Therefore, it is preferable to set the rigidity of the bushings 12 and 13 so that the rigidity of the bushing 12 fixed on the engine side in the torque bearing direction is higher than that of the bushing 13 fixed on the vehicle body side at least in the charging mode. Directional rigidity. Since the rigidity of the bushing 12 on the engine side is high, the vibration of the engine 1 is transmitted to the torsion bars 5 and 6, enabling efficient charging. On the other hand, since the rigidity of the bushing 13 on the vehicle side is low, it is possible to Blocks the transmission of vibrations to the vehicle, thereby keeping the vehicle quiet.

In addition, in the vehicle vibration isolation device of this example, since the acceleration sensor 21 and the control circuit 25 including the bandpass filter 22 and the voltage amplifying circuit 23 are mounted on the substrate 24, there is no need for work such as arranging wiring, and it is possible to cut costs.

In addition, as shown in FIG. 6B , the base plate 24 of this example can be fixed to the surface on the engine 1 side with respect to the bracket 1 a of the engine 1 to which the bushing 12 is fixed with bolts 18 . However, as shown in FIG. 6A , for the bracket 1 a of the engine 1 , it is more preferable that the base plate 24 is fixed to the side surface on the side opposite to the engine 1 and away from the engine 1 .

In the vibration isolating device for a vehicle of this example, as shown in FIG. 10 , the rigidity of the bushing 12 on the vehicle body side of the upper torsion bar 5 is significantly lower than that of a conventional upper torsion bar. At this time, the acceleration of the upper torsion bar itself is used to make the upper torsion bar swing greatly in the left and right direction of the vehicle. Therefore, it is necessary to set a large gap C between the engine 1 and the upper torsion bar 5 (see FIGS. 6A and 6B ).

On the other hand, since the force due to the unbalanced inertial force acts on the front of the engine 1 relative to the center of gravity G of the engine 1 , a moment is generated. Therefore, the vibration of the vertical displacement of the engine formed at the front end of the engine 1 becomes large. Therefore, like the example shown in FIG. 6 , the upper torsion bar can be shortened by disposing the acceleration sensor 21 on the surface of the housing 20 of the upper torsion bar 5 on the opposite side to the engine 1 and farther away from the engine 1 . 5 and the gap C between the engine 1, so that the up and down vibration of the engine 1 transmitted to the upper torsion bar 5 can be reduced. Likewise, since the gap C between the upper torsion bar 5 and the engine 1 can be shortened, parts related to the connection of the torsion bar on the engine 1 side can be reduced, thereby improving characteristic values of the parts related to the connection.

In addition, in the vehicle vibration isolation device of this example, the upper torsion bar 5 includes the driver 17 as a heat source, although the heat transfer to the acceleration sensor 21 will become a problem, but since the acceleration sensor 21 can be arranged on the opposite side to the engine 1 Therefore, the heat dissipation performance is also very favorable.

The secondary battery 26 corresponds to the power storage unit and the power control unit of the present invention, and the acceleration sensor 21 corresponds to the vibration detection unit of the present invention.

Explanation of reference signs

1. Engine; 2. Subframe; 3. 4. Engine mount; P1, P2. Support point; 5. Upper torsion bar; 6. Lower torsion bar; 11. Rod; 12. 13. Bushing; 15. Inertial block; 17, driver; 18, 19, bolt; 20, shell; 20A, opening; 21, acceleration sensor; 22, band-pass filter; 23, voltage amplifier circuit; 24, substrate; 25, control circuit; 26. Secondary battery.

Claims (9)

1. A vibration isolation device for a vehicle, comprising: a rod, one end of which is fixed on the engine, and the other end of which is fixed on the vehicle body; an inertial mass supported on said rod; a driver, which is used to reciprocate the above-mentioned inertial mass in the axial direction of the above-mentioned rod; an electric power control unit for driving the above-mentioned driver; a power storage unit for supplying electric power to the above-mentioned power control unit; wherein, When the driver is not driven, the power control unit converts the vibration of the inertial mass into power and charges it to the power storage unit, The vehicle vibration isolation device also includes: a vibration detection part for detecting vibration in the axial direction of the rod; The vibration detection part is mounted on a substrate together with the power control part and the power storage part, and is mounted on the rod. 2. The vibration isolating device for a vehicle according to claim 1, wherein: The base plate is disposed on a portion of the rod that is far from the engine. 3. The vibration isolating device for a vehicle according to claim 1, wherein: The vehicle vibration isolation device also includes: a casing, which is used to cover the above-mentioned rod, one end and the other end of the above-mentioned rod, and accommodate the above-mentioned inertia block and the above-mentioned driver; The substrate is attached to the opening of the case, and accommodates the driver in an airtight or watertight manner. 4. The vibration isolating device for a vehicle according to claim 1, wherein: The vibration detection member is disposed between the one end portion and the other end portion of the rod, and is located on a surface parallel to a horizontal plane passing through a torque support shaft of the rod. 5. The vibration isolating device for a vehicle according to claim 1, wherein: When the engine rotates at a low speed lower than a predetermined value, the electric power control device charges the power storage device. The electric power in the electric part is supplied to the above-mentioned driver. 6. The vibration isolating device for a vehicle according to claim 5, wherein: The power storage member is charged when the engine is in an idling state or in an engine charging state in a hybrid vehicle. 7. The vibration isolating device for a vehicle according to claim 5, wherein: The power storage member is charged at least when the rotation basic order of the motor matches the natural vibration frequency of the inertial mass in the axial direction. 8. The vibration isolating device for a vehicle according to claim 5, wherein: At least when the resonance frequency in the front-rear direction of the rod is equal to the basic order of rotation of the motor, the electric power charged in the power storage member is supplied to the driver. 9. The vibration isolating device for a vehicle according to claim 1, wherein: When the power storage component is charged, rigidity in the torque support direction of one end of the rod fixed to the engine side is higher than rigidity in the torque axial direction of the other end of the rod fixed to the vehicle body.