JP2006335160A - Vibration control system and vibration control method for vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a new vibration control system and a vibration control method capable of effectively suppressing the vibration of a vehicle body when climbing over a large protrusion on a road surface. <P>SOLUTION: A mass element 1 is supported by an elastic supporting means 2 so as to displace to a vehicle body S. Immediately after a front wheel F of the vehicle body S climbs over the protrusion P on the road surface, the stiffness of the elastic supporting means 2 is adjusted so as to make a phase of the vibration of the mass element 1 become an antiphase of the vibration of the vehicle body S in a predetermined time. Therefore, the vibration of the vehicle body S when climbing over the large protrusion P on the road surface can be effectively suppressed. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an engine mount technology for automobiles, and more particularly to a vibration suppression system and a vibration control method for suppressing vibration generated in a vehicle body when a protrusion passes.

In recent years, many vehicle bodies have adopted an engine mount system that uses the mass effect and inertial force of heavy objects (mass bodies) such as engines and transmissions mounted on the vehicle body to suppress vibrations generated in the vehicle body. It is coming.
In this engine mounting system, for example, as shown in Patent Document 1 below, a mass body such as an engine or a transmission is supported so as to be vertically displaceable with respect to the vehicle body, and its operation is controlled by an actuator or the like. When the vehicle body vibration is generated, the mass rigidity of the mass body and the vehicle body is increased so that the mass body and the vehicle body are largely integrated, thereby reducing the vehicle body vibration due to the mass effect or engine vibration. Is controlled by an actuator to reduce vehicle body vibration by the inertial force of the engine.
JP-A-8-175193

  By the way, when getting over a large protrusion on the road surface such as a speed bump, the vehicle body is greatly increased in the vertical direction when the front wheel side of the vehicle gets over the protrusion and when the subsequent wheel side gets over the protrusion. It will vibrate (displace), but if the body vibration that occurs when the front wheel side of the vehicle gets over the protrusion does not converge until the rear wheel gets over the protrusion, the rear wheel gets over the protrusion. As a result of the study by the present inventor, it has been found that the vehicle body may vibrate further and the ride comfort may be extremely deteriorated.

  In other words, the vehicle body vibration generated when the front wheel of the vehicle body passes over the protrusion is gradually converged by the damper of the suspension system, but the rear wheel remains as it is without being sufficiently converged. It was found that when the car rides on the protrusion, the vibration generated when the rear wheel gets over the protrusion is amplified and the vehicle body may move up and down further.

Therefore, the present inventor considered to further use the active engine mounting system as in the above-described prior art so as to converge the vehicle body vibration that occurred when the front wheel passed over in a short time until the rear wheel passed over the protrusion. However, it has been found that it is difficult to sufficiently suppress the vehicle body vibration only by the mass effect and the engine vibration control technique as in the prior art.
Therefore, the present invention has been devised to effectively solve such problems, and the object thereof is a novel that can effectively suppress vibration of the vehicle body when getting over a large protrusion on the road surface. A vehicle body vibration suppression system and vibration suppression method are provided.

In order to solve the above problems, a vibration suppression system for a vehicle body according to the present invention includes:
A vibration suppression system comprising elastic support means for movably supporting a mass body on a vehicle body, and rigidity adjustment means for adjusting the rigidity of the elastic support means,
The stiffness adjusting means is configured to support the elastic support so that a phase of vibration of the mass body generated when a front wheel of the vehicle body gets over the protrusion is opposite to a phase of vibration of the vehicle body within a predetermined time. The rigidity of the means is adjusted.

This effectively suppresses the vehicle body vibration that occurs when the front wheel of the vehicle body rides over the protrusion on the road surface during traveling, and the vehicle body vibration is within a predetermined time, i.e., after the front wheel has passed over the protrusion on the road surface. After that, the wheel is surely converged within the time until it passes over the protrusion.
As a result, the vibration when the rear wheel of the vehicle body passes over the protrusion on the road surface is not amplified, and it is possible to reliably prevent the ride comfort from being extremely deteriorated.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows an embodiment of a vibration suppression system 100 according to the present invention. FIG. 1 (A) is a schematic side view of the vibration suppression system 100 and a vehicle on which the vibration suppression system 100 is mounted. B) is a schematic plan view of the vibration suppression system 100 and a vehicle equipped with the same.

As shown in the figure, the vibration suppression system 100 is mainly composed of an elastic support means 2 that supports the mass body 1 so as to be displaceable on the vehicle body F, and a rigidity adjustment means 3 that adjusts the rigidity of the elastic support means 2. ing.
First, as shown in FIG. 2, the mass body 1 is composed of a heavy object such as an engine unit 11 and a transmission 12 integrally coupled thereto, and is mounted on a cross member M in front of the vehicle body F. The three elastic support means 2, 2, 2 are mounted so as to be displaceable (vibrating freely) in the vertical direction.

Next, as shown in FIGS. 3 and 4, the elastic support means 2 includes an upper rigid member 21 attached to the vehicle body F side and a bottom portion attached to the mass body 1 (engine unit 11 or transmission 12) side. The structure is supported between the rigid member 22 and a cylindrical first elastic body 23.
In addition, a first liquid chamber 24 is formed in the center of the first elastic body 23 and between the upper rigid member 21 and the bottom rigid member 22. The first liquid chamber 24 is formed downward from the lower surface of the upper rigid member 21. The first piston P1 at the tip of the protrusion extending in the direction is inserted into the first liquid chamber 24 so as to be movable up and down.

  Further, around the first liquid chamber 24, four second liquid chambers 25a, 25b, 25c, and 25d having a smaller volume are formed, and are formed as rods (columns) provided above the second liquid chambers 25a, 25b, 25c, and 25d. The lower ends of the four second elastic bodies 26a, 26b, 26c, and 26d are inserted into the second liquid chambers 25a, 25b, 25c, and 25d via the second pistons P2, P2, P2, and P2 so as to be movable up and down. Has been.

The first liquid chamber 24 and the second liquid chambers 25a, 25b, 25c, and 25d communicate with the reservoir chamber 31 via liquid passages 29, 30a, 30b, 30c, and 30d, respectively. The non-compressible fluid L, for example, a liquid that hardly vaporizes even when there is a pressure fluctuation, such as oil, is filled in a freely flowing manner.
In addition, a gas chamber 33 is formed in the reservoir chamber 31 via a free piston 32 slidable to change the volume of the reservoir chamber 31, and a compressive fluid L is contained in the gas chamber 33. For example, a gas G such as air or nitrogen is filled.

  Further, in the middle of each of the liquid passages 29, 30a, 30b, 30c, and 30d, a variable stiffness valve driving mechanism 34 that controls the flow of the incompressible fluid in each of the liquid passages 29, 30a, 30b, 30c, and 30d, and Further, a damping variable valve drive mechanism 35 is provided, and by driving these valve drive mechanisms 34 and 35 by a motor or electromagnetic solenoid (not shown), the rigidity and damping force of the elastic support means 2 can be appropriately controlled. It is like that.

  That is, first, as shown in FIG. 5A, the variable stiffness valve drive mechanism 34 is stopped and all the fluid passages 30a, 30b, 30c, 30d are opened (fully opened), and the second fluid chambers 25a, 25b, When the flow of the incompressible fluid between the inside of the reservoir chambers 31 and 25c and 25d is completely free, the incompressible fluid flows freely between them, so that the upper rigid member 21 and the lower rigid member When vibration (displacement) occurs in a direction in which the two 22 are close to each other, a load is applied only to the elastic body 23 as shown in FIG. Only the rigidity of the body 23 is obtained.

  Next, from such a state, as shown in FIG. 6A, when the rigidity variable valve drive mechanism 34 is driven and only one liquid passage, for example, the liquid passage 30a connected to the second liquid chamber 25a is closed, Since the flow of the incompressible fluid only between the second liquid chamber 25a and the reservoir chamber 31 is stopped, if vibration (displacement) occurs in the direction in which the upper rigid member 21 and the lower rigid member 22 are close to each other, the same flow occurs. Since a load is applied only to the elastic body 23 and the second elastic body 26a as shown in FIG. (B), the rigidity of the elastic support means 2 is a combination of the elastic body 23 and the second elastic body 26a. Thus, the rigidity is slightly higher than in the case of FIG.

  Then, from such a state, as shown in FIG. 7 (A), all the fluid passages 30a, 30b connected to the second liquid chambers 25a, 25b, 25c, 25d by further driving the variable stiffness valve driving mechanism 34, When 30c and 30d are closed, the flow of the incompressible fluid between all the second liquid chambers 25a, 25b, 25c and 25d and the reservoir chamber 31 is completely stopped, so that there is a gap between the upper rigid member 21 and the lower rigid member 22. When vibration (displacement) occurs in the approaching direction, a load is applied to the elastic body 23 and all the second elastic bodies 26a, 26b, 26c, and 26d as shown in FIG. The rigidity of the elastic support means 2 is a rigidity obtained by combining the elastic body 23 and all the second elastic bodies 26a, 26b, 26c, and 26d, and the rigidity can be increased to the maximum.

Therefore, the elastic support means 2 controls the flow of the liquid passages 30a, 30b, 30c, and 30d connected to the second liquid chambers 25a, 25b, 25c, and 25d by driving the variable stiffness valve driving mechanism 34. The rigidity of the elastic support means 2 can be adjusted stepwise.
Further, when the elastic support means 2 drives the damping variable valve drive mechanism 35 to narrow the cross-sectional area (orifice) of the liquid passage 29 leading to the liquid first liquid chamber 24 as shown in FIG. Since a resistance force is generated in the incompressible fluid L flowing through the passage 29 and this acts as a damping force, the damping force is linearly adjusted by adjusting the cross-sectional area of the liquid passage 29 by the damping variable valve driving mechanism 35. It can be adjusted step by step.

  On the other hand, as shown in FIGS. 1 and 2, the stiffness adjusting means 3 is an electronic control unit (hardware) composed of a CPU, ROM, RAM, etc. and dedicated control software stored in the ROM, etc. ECU) 3a, an axle (unsprung) vertical acceleration sensor 3b that detects vibration acceleration in the vertical direction of the axle of the front wheel F, and a vehicle speed sensor 3c that obtains the vehicle speed from the rotation of wheels or a propeller shaft.

  And as shown in FIG. 9, the said electronic control unit (ECU) 3a is based on the axle acceleration information input from the axle vertical acceleration sensor 3b, and the vehicle speed information input from the vehicle speed sensor 3c. By controlling the drive of the variable stiffness valve drive mechanism 34 and the variable attenuation valve drive mechanism 35, the rigidity and damping force of the elastic support means 2 can be adjusted appropriately and remotely.

  The vibration suppression system 100 includes the upper rigid member 21, the lower rigid member 22, the first piston P1, the first liquid chamber 24, the liquid passage 29, and the elastic support means 2 as described above. A damping support means 4 that supports and connects the vehicle body F and the mass body 1 while applying a damping force by the variable damping valve drive mechanism 35 is configured at the same time. Accordingly, the rigidity adjusting means 3 also functions as the damping force adjusting means 5 by controlling the damping variable valve drive mechanism 35 of the damping support means 4 to adjust the damping force between the vehicle body F and the mass body 1. It can be demonstrated.

Next, the operation of the vibration suppression system 100 of the present invention having such a configuration will be described.
FIG. 10 shows an example of the processing flow of the vibration suppression system 100.
First, in the first step S100, the electronic control unit (ECU) 3a of the stiffness adjusting means 3 monitors the axle vertical acceleration signal constantly inputted from the axle vertical acceleration sensor 3, and the magnitude of the inputted axle vertical acceleration is determined. It is determined whether or not a certain threshold th is exceeded. As a result of this determination processing, when it is determined that the magnitude of the input axle vertical acceleration does not exceed the threshold th, the elastic support means 2 is not controlled, but the input axle vertical acceleration magnitude is the threshold If it is determined that the value exceeds th, the process proceeds to the next step S102, the vehicle speed at that moment is calculated based on the vehicle speed information input from the vehicle speed sensor 3c, and the process proceeds to the next step S104.

In step S104, the stiffness value or damping value on the time axis that can reduce the vibration of the vehicle body most effectively by the dynamic damper effect is selected according to the instantaneous vehicle speed and axle vertical acceleration calculated in the previous step. Control proceeds to the next step S106.
In step S106, the variable stiffness valve mechanism 34, or the stiffness adjusting means 3 so that the stiffness value selected in step 104 is set, or the damping adjuster 5 is set to the damping value selected in step 104, or The damping variable valve mechanism 35 is controlled.

FIGS. 11-14 shows an example of the control method of the elastic support means 2 in this step S106.
First, FIG. 11 shows a first method of the vibration suppression control method by the vibration suppression system 100 of the present invention. A four-wheeled vehicle comprising front wheels F and rear wheels R as shown in FIG. This shows the relationship between the vibration phase on the vehicle body side (upper stage) when overriding the upper protrusion P and the vibration phase (lower stage) on the mass body 1 side mounted on the vehicle body.

  As shown in the upper waveform of the figure, when the vehicle travels, if the front wheel F gets over the protrusion P on the road surface, the vehicle body F is displaced upward by the impact, and then the vertical vibration is displaced downward by the reaction. Will occur. On the other hand, when such vertical vibration of the vehicle body F occurs, the mass body 1 elastically supported by the vehicle body F vibrates up and down with a phase different from that, so that the vertical vibration of the vehicle body F is canceled by the vertical vibration of the mass body 1. The body vibration will soon converge.

  If the vehicle body vibration due to the vertical vibration of the mass body 1 is sufficiently converged before the rear wheel R reaches the projection P, the vibration generated when the rear wheel R gets over the projection P is Although not affected by the previous vibration, in the initial stage of actual vibration generation, the mass body 1 elastically supported as shown by the thin line waveform in the lower part of FIG. However, since the vibration of the opposite phase is delayed with respect to the phase of the vehicle body vibration, the vehicle body vibration is reduced in a short time until the front wheel F exceeds the protrusion P and the rear wheel R reaches the protrusion P. It is rare to converge.

Therefore, if the phase of the vehicle body vibration that could not be converged within this time and the phase of the vehicle body vibration that occurred when the rear wheel R got over the protrusion P matched, the vibration was amplified and the vehicle body F The result is a significant up and down vibration resulting in a marked deterioration in ride comfort.
Therefore, in such a case, in the vibration suppression system 100 according to the present invention, if the rigidity adjusting means 3 drives the rigidity variable valve mechanism 34 to increase the rigidity of the elastic support means 2, the vibration delay of the mass body 1 is eliminated. Alternatively, the natural vibration pattern of the mass body 1 is changed as shown by the thick line waveform in the lower part of FIG. 11 so that the phase can be almost completely opposite to the phase of the vehicle body vibration. The rigidity value of the elastic support means 2 is a value such that the vehicle body vibration is converged before the rear wheel R reaches the protrusion P.

Thus, as shown in FIG. 12, the vehicle body vibration generated when the front wheel F passes the protrusion P is effectively suppressed, and the vehicle body vibration is almost completely completed in a short time until the rear wheel R reaches the protrusion P. Therefore, it is possible to avoid the inconvenience of amplifying the vibration of the vehicle body when getting over the rear wheel R.
Further, even when the rear wheel R passes over the protrusion P, the vehicle body vibration generated when the rear wheel R passes over the protrusion P can be suppressed in a short time by performing similar reverse phase control.

  In order to determine the rigidity value for surely converging the vehicle body vibration within the time from when the front wheel F gets over the protrusion P until the rear wheel R reaches the protrusion P in this way, the transit time is determined. Passing time calculating means for instantaneous calculation is required, but the electronic control unit (ECU) 3a performs the calculation based on the vehicle speed information from the vehicle speed sensor 3c, and these are used as the passing time calculating means. Can also work.

Next, FIG. 13 shows a second method of the vibration suppression control method by the vibration suppression system 100 of the present invention. When the vehicle body vibration when the front wheel F gets over the protrusion P is not so large, Immediately before the ride over the rear wheel R, the rigidity of the elastic support means 2 is increased to control the vehicle body vibration to be almost completely converged.
In other words, if the vehicle body vibration when the front wheel F passes over the protrusion P is not so large, the control immediately before overcoming the front wheel F as in the first embodiment does not require control immediately after overriding the front wheel F. In addition, if one or both of the rigidity and damping of the elastic support means 2 are increased, it is possible to suppress the vehicle body vibration when the front wheel F gets over in a short time just before the rear wheel R gets over. Needless to say, the vehicle body vibration can be converged in a short time by controlling the vehicle body vibration generated when the vehicle rides over the rear wheel R to be actively suppressed as described above.

Next, FIG. 14 shows a third method of the vibration suppression control method by the vibration suppression system 100 of the present invention. The phase of the vehicle body vibration generated when the front wheel F gets over and the vibration phase of the mass body 1 are thereafter In the case where the phase is reversed when the wheel R gets over, the vibration suppression control as in each of the above embodiments is not actively performed.
That is, as described above, if the phase of the vehicle body vibration generated when the front wheel F gets over and the vibration phase of the mass body 1 are the same phase when the rear wheel R gets over, the vibration when the rear wheel R gets over is amplified and the vehicle body On the contrary, if the phase of the vehicle body vibration generated when the front wheel F gets over and the vibration phase of the mass body 1 are opposite to each other when the rear wheel R gets over, the front wheel Since the vehicle body vibration generated when the vehicle gets over the F acts so as to cancel the vibration generated when the vehicle rides over the rear wheel R, the vibration can be effectively suppressed without active control.

  When the control is changed according to the relationship between the vehicle body vibration phase and the mass 1 vibration in this way, the phase prediction means for accurately predicting the relationship between the two vibrations when the rear wheel R gets over is provided. Although necessary, when the electronic control unit (ECU) 3a performs the calculation based on the vehicle speed information and the axle vertical acceleration information, these can also function as the phase prediction means.

Next, FIGS. 15 to 17 show a second embodiment related to the vibration suppression system 100 of the present invention, and a pair of axle acceleration sensors 3b and 3b used in the first embodiment is used. The road surface shape sensors 3d and 3d are employed.
As shown in FIGS. 15A and 15B, the road surface shape sensors 3d and 3d are attached to the front end of the vehicle body at least in front of the front wheel F, such as the lower surface of the front bumper, and are ultrasonically or laser-induced. The function of detecting the shape of the road surface on which each of the front wheels F travels before the front wheels F pass through is exhibited.

And in this Embodiment, as shown in FIG. 16, the said electronic control unit (ECU) 3a is based on the information regarding the road surface shape input from the road surface shape sensor 3d with the vehicle speed information input from the vehicle speed sensor 3c. The drive of the variable stiffness valve drive mechanism 34 and the variable attenuation valve drive mechanism 35 of the elastic support means 2 is controlled.
FIG. 17 shows an example of the processing flow of the vibration suppression system 100 according to the present embodiment.

  First, in the first step S200, the electronic control unit (ECU) 3a of the rigidity adjusting means 3 monitors information relating to the road surface shape of the front wheel F that is constantly input from the road surface shape sensor 3d, and exceeds the size on the road surface. When the unevenness is observed, it is determined whether the unevenness is a single protrusion such as a speed bump or a step as described above, or a random unevenness such as an unpaved road or rough terrain.

  As a result of the determination process, when it is determined that the unevenness is random, the elastic support means 2 is not controlled. However, when it is determined that the protrusion is a single protrusion, the process proceeds to the next step S202, and the protrusion P is changed. If it is smaller than a certain threshold th, vibration control is not performed so as not to affect the sound performance, but if the projection P is larger than a certain threshold th, the process proceeds to the next step S204, where the vehicle speed sensor Based on the vehicle speed information input from 3c, the vehicle speed at that moment is calculated, and the process proceeds to the next step S206.

In step S206, the stiffness value or damping value on the time axis that can reduce the vehicle body vibration most effectively by the dynamic damper effect is selected according to the instantaneous vehicle speed and the size of the projection P calculated in the previous step. The process proceeds to the last step S208.
In step S208, the variable stiffness valve mechanism 34, so that the rigidity adjusting means 3 has the rigidity value selected in step 208, or the damping adjustment means 5 has the attenuation value selected in step 208. Alternatively, the damping variable valve mechanism 35 is controlled.

  As a result, as in the first embodiment, the vehicle body vibration generated when the front wheel F passes the protrusion P is almost completely converged, and the vehicle body vibration when the rear wheel R gets over is amplified. In addition to avoiding inconveniences, unnecessary control is not performed in a random uneven state such as an unpaved road or rough terrain.

It is the schematic which shows 1st Embodiment which concerns on the structure of the vibration control system which concerns on this invention. It is a front view which shows the state which mounted the engine which is a mass body on the vehicle body side. It is a longitudinal cross-sectional view which shows the structure of an elastic support means. FIG. 4 is a cross-sectional view taken along line AA in FIG. 3. It is explanatory drawing which shows the effect | action of an elastic support means (at the time of normal driving | running | working). It is explanatory drawing which shows the effect | action of an elastic support means (at the time of rigidity control). It is explanatory drawing which shows the effect | action of an elastic support means (at the time of rigidity control). It is explanatory drawing which shows the effect | action of an elastic support means (at the time of damping force control). It is a figure which shows the structure of the rigidity adjustment means and attenuation | damping adjustment means which concern on 1st Embodiment. It is a flowchart figure which shows the flow of a process of the vibration suppression system which concerns on 1st Embodiment. It is a graph which shows the relationship between the vibration phase by the side of a vehicle body, and the vibration phase by the side of the mass body mounted in the vehicle body. It is a graph which shows the relationship between suppression of the vehicle body vibration by this invention, and protrusion shape. It is a graph which shows the relationship between the vibration phase by the side of a vehicle body, and the vibration phase by the side of the mass body mounted in the vehicle body. It is a graph which shows the relationship between the vibration phase by the side of a vehicle body, and the vibration phase by the side of the mass body mounted in the vehicle body. It is the schematic which shows 2nd Embodiment which concerns on the structure of the vibration control system which concerns on this invention. It is a figure which shows the structure of the rigidity adjustment means and attenuation | damping adjustment means which concern on 2nd Embodiment. It is a flowchart figure which shows the flow of a process of the vibration suppression system which concerns on 2nd Embodiment.

Explanation of symbols

1 Mass 2 (4) Elastic support means (damping support means)
3 (5) Stiffness adjusting means (damping adjusting means)
3a Electronic control unit (ECU)
3b Axle vertical acceleration sensor 3c Vehicle speed sensor 3d Road surface shape sensor 34 Rigidity variable valve mechanism 35 Damping variable valve mechanism S Car body F Front wheel R Rear wheel P Projection 100 Vibration control system

Claims (10)

A vibration suppression system that suppresses vibration of the vehicle body by controlling the phase of vibration of the mass body provided in the vehicle body,
The phase of the vibration of the mass body is controlled so that the vibration of the vehicle body that occurs when the front wheel of the vehicle body gets over the protrusion on the road surface converges until the rear wheel of the vehicle body reaches the protrusion. The vibration suppression system characterized by being. A vibration suppression system comprising elastic support means for movably supporting a mass body on a vehicle body, and rigidity adjustment means for adjusting the rigidity of the elastic support means,
The stiffness adjusting means is configured to support the elastic support so that a phase of vibration of the mass body generated when a front wheel of the vehicle body gets over the protrusion is opposite to a phase of vibration of the vehicle body within a predetermined time. A vibration suppression system characterized in that the rigidity of the means is adjusted. A vibration suppression system comprising elastic support means for movably supporting a mass body on a vehicle body, and rigidity adjustment means for adjusting the rigidity of the elastic support means,
Passage time calculating means for obtaining a time from when the front wheel of the vehicle body gets over the protrusion on the road surface until the rear wheel of the vehicle body reaches the protrusion,
The rigidity adjusting means is configured such that a phase of vibration of the mass body generated when a front wheel of the vehicle body gets over the protrusion is opposite to a phase of vibration of the vehicle body within the transit time determined by the transit time calculating means. A vibration suppression system, wherein the rigidity of the elastic support means is adjusted so as to be in phase. A vibration suppression system comprising elastic support means for movably supporting a mass body on a vehicle body, and rigidity adjustment means for adjusting the rigidity of the elastic support means,
Phase prediction means for predicting the relationship between the phase of vibration of the vehicle body and the phase of vibration of the mass body from when the front wheel of the vehicle body gets over the protrusion on the road surface until the rear wheel of the vehicle body gets over the protrusion. ,
The rigidity adjusting means is configured so that when both phases of the vibration predicted by the phase predicting means are the same when the rear wheel of the vehicle gets over the projection, the rear wheel of the vehicle reaches the projection. The elastic support means is controlled to increase the rigidity of the elastic support means so that the vibration of the mass body is converged, and both phases of vibration predicted by the phase prediction means indicate that the rear wheel of the vehicle body The vibration suppression system is characterized in that the elastic support means is not controlled when the projection is reversed when the projection is overcome. In the vibration suppression system according to any one of claims 2 to 4,
The rigidity adjusting means includes an acceleration sensor that detects vibration in the vertical direction of the wheel, and controls the elastic support means according to an acceleration value detected by the acceleration sensor. Vibration suppression system. In the vibration suppression system according to any one of claims 2 to 4,
The rigidity adjusting means includes a road surface shape sensor that detects a road surface shape in front of the wheel, and controls the elastic support means according to the road surface shape detected by the road surface shape sensor. Vibration suppression system. A vibration suppression system comprising: an elastic support means for movably supporting a mass body on a vehicle body; and a damping force adjusting means for adjusting a damping force of the elastic support means,
Phase prediction means for predicting the relationship between the phase of vibration of the vehicle body and the phase of vibration of the mass body from when the front wheel of the vehicle body gets over the protrusion on the road surface until the rear wheel of the vehicle body gets over the protrusion. ,
When the both phases predicted by the phase predicting means are the same when the rear wheel of the vehicle gets over the protrusion, the damping force adjusting means has the mass until the rear wheel of the vehicle reaches the protrusion. A vibration suppression system characterized in that the damping force of the damping force adjusting means is increased in order to converge body vibration. A vibration suppressing method in which a mass body is movably supported on a vehicle body by an elastic support means, and when the vibration occurs in the vehicle body, the rigidity of the elastic support means is adjusted to suppress the vibration,
Immediately after the front wheel of the vehicle body gets over the protrusion on the road surface, the elastic support means is set so that the phase of vibration of the mass body is opposite to the phase of vibration of the vehicle body within a predetermined time immediately after that. A method for suppressing vibration, characterized by adjusting the rigidity of the screw. A vibration suppressing method in which a mass body is movably supported on a vehicle body by an elastic support means, and when the vibration occurs in the vehicle body, the rigidity of the elastic support means is adjusted to suppress the vibration,
Immediately after the front wheel of the vehicle body gets over the protrusion on the road surface, the time until the rear wheel of the vehicle body reaches the protrusion after the front wheel of the vehicle body gets over the protrusion is obtained, and the mass body is within the time A vibration suppression method comprising adjusting the rigidity of the elastic support means such that the vibration phase of the elastic support means is opposite to the vibration phase of the vehicle body. The mass body is displaceably supported on the vehicle body by the elastic support means or the damping force adjusting means, and when vibration occurs in the vehicle body, the rigidity of the elastic support means or the damping force of the damping force adjusting means is adjusted to vibrate the vibration. A vibration suppressing method for suppressing vibrations,
Immediately after the front wheel of the vehicle body gets over the protrusion on the road surface, the relationship between the phase of vibration of the vehicle body and the phase of vibration of the mass body when the rear wheel of the vehicle body gets over the protrusion is predicted. If the two phases are the same when the rear wheel of the vehicle gets over the protrusion, the rigidity of the elastic support means is set to converge the vibration of the vehicle body until the rear wheel of the vehicle reaches the protrusion. Or by adjusting one or both of the damping forces of the elastic support means to be high, and when both the predicted phases are reversed when the rear wheel of the vehicle gets over the protrusion, A vibration suppression method characterized by not controlling the elastic support means.

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