JP2013028303A - Anti-vibration device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an anti-vibration device for a vehicle, reducing drive electric power of an actuator.SOLUTION: The anti-vibration device for a vehicle includes: a rod 11 having one end 12 fixed to an engine 1 and the other end 13 fixed to a vehicle body; an inertia mass 15 supported by the rod; and an actuator 17 that reciprocally moves the inertia mass in an axial direction of the rod; an electric power control means 26 driving the actuator; an electric storage means 26 supplying electric power to an electric power control means. The electric power control means converts vibration of the inertia mass into electric power to store the electric power in the electric storage means, when the actuator is not driven.

Description

  The present invention relates to a vibration isolator for a vehicle that suppresses vibration transmitted from an engine that is a vibration source to a vehicle body.

  As an anti-vibration device that suppresses vibrations transmitted from the engine to the vehicle body, the rigid resonance frequency of the torque rod is set lower than the resonance frequency of the engine, and a force proportional to the axial displacement speed of the torque rod is generated in the actuator. There has been proposed an anti-vibration device configured so as to be made (Patent Document 1).

JP 2011-12757 A

  However, the conventional vibration isolator has a problem that the driving power of the actuator is supplied from a battery mounted on the vehicle, so that the fuel consumption of the vehicle is reduced by the amount of driving power.

  The problem to be solved by the present invention is to provide a vibration isolator for a vehicle that can reduce drive power supplied to the actuator from the outside of the torque rod.

  In the present invention, when the actuator is not driven, the vibration of the inertial mass is converted into electric power by the actuator and stored in the power storage means, while when the actuator is driven, the inertial mass is driven using the power stored in the power storage means. The above-mentioned problem is solved by controlling.

  Since the inertial mass is also vibrated by the vibration of the engine, the vibration energy of the inertial mass can be converted into electric power by the actuator and stored while the vibration isolating function is stopped. When the vibration isolating function is required, the actuator can be driven by the stored power, so that the drive power supplied from the outside of the torque rod to the actuator can be reduced by the stored amount.

1 is a front view illustrating an example in which a vibration isolator according to an embodiment of the present invention is applied to an engine of a vehicle. It is a top view of FIG. 1A. It is a disassembled perspective view of FIG. 1A and FIG. 1B. It is sectional drawing which shows the upper torque rod of FIG. 1B. It is a perspective view which shows the upper torque rod of FIG. 1B. It is the perspective view which looked at the upper torque rod of Drawing 4A from the opposite side. 4A and 4B are four views (a front view, a left side view, a right side view, and a plan view) showing the upper torque rod of FIGS. 4A and 4B. It is the perspective view and front view which show the state which removed the board | substrate from the upper torque rod of FIG. 5A. It is the perspective view and front view which show the board | substrate of FIG. 5A. FIG. 5 is a plan view showing an example of mounting the upper torque rod of FIGS. 4A and 4B to the engine. FIG. 5 is a plan view showing another example of mounting the upper torque rod of FIGS. 4A and 4B to the engine. It is a figure for demonstrating the vibration state of an engine. It is a graph which shows the vibration characteristic at the time of the drive of an upper torque rod, and a non-drive. It is a figure which shows the example of switching of the control area | region and electrical storage area | region of the vehicle vibration isolator which concerns on one embodiment of this invention. It is a graph which shows the vibration energy of the inertia mass of an upper torque rod in an idle driving | running state, and the power consumption of the actuator in control mode. It is a frequency characteristic figure of the transmission force by the structure by which the effect of double vibration isolation is acquired. It is a graph which shows the example of a setting of the rigidity of the bush of a torque rod. It is a graph for demonstrating an example which calculates | requires the rotational speed of an engine using the acceleration sensor of a torque rod. It is a graph for demonstrating the other example which calculates | requires the rotational speed of an engine using the acceleration sensor of a torque rod.

  First, a so-called pendulum engine to which a vehicle vibration isolator 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 engine 1 by the pendulum system is such that the inertial main axis L of the engine 1 is parallel to the vehicle width direction (a direction perpendicular to the traveling direction, also referred to as the vehicle left-right direction). The two support points P1 and P2 that support the engine 1 with respect to the so-called horizontal engine 1 arranged toward the engine 1 are located at the center of gravity G in the vicinity of the inertia main axis L of the engine 1 in a plan view of FIG. 1 is a support structure provided so as to be positioned on the opposite sides in the axial direction with respect to each other and positioned above the vehicle of the inertial main shaft L in the side view of FIG. 1A. The two support points P1, P2 are constituted by left and right engine mounts 3, 4 as shown in FIG.

  The support structure of the pendulum type engine is a torque rod attached to the vehicle body with an engine center of gravity G swinging around a straight line connecting the support points P1 and P2 while supporting the engine 1 like a pendulum. It is configured so as to be suppressed by a bar-like member such as 5 and 6, and there is an advantage that a vibration control effect similar to the conventional one can be obtained with a small number of parts. That is, in the engine 1 mounted in the pendulum system, the engine 1 is tilted around the axis connecting the two support points P1 and P2 by the rotational inertia force when the engine 1 is operated. In order to prevent this inclination and support the engine 1, a first torque rod (upper torque rod) 5 that connects the substantially upper half of the engine 1 and the vehicle body side member, and the remaining lower half of the engine 1 and the vehicle body side member And a second torque rod (lower torque rod) 6. The upper torque rod 5 is connected to the engine 1 from the upper right side of the vehicle, and the other lower torque rod 6 is connected to the engine 1 from the lower side of the vehicle. The two torque rods 5, 6 cause the pendulum engine 1 to tilt. It is preventing.

  The engine 1 is, for example, an inline 4-cylinder or V-type 6-cylinder engine with a secondary balancer. In a four-cylinder engine with a secondary balancer or a V-type six-cylinder engine, the unbalanced inertial force is small at the basic order of engine rotation, so that the reaction force of engine torque fluctuation mainly acts on the engine 1. Accordingly, it has been found by the present inventor that, in the basic order of engine rotation, in-vehicle sound and in-vehicle vibration are mainly generated by input from the two torque rods 5 and 6 that support torque. Furthermore, it is known that in-vehicle sound up to about 1000 Hz, which is composed of a high order basic order, becomes a problem for the occupant when the vehicle is mainly accelerated.

  As described above, the vehicle vibration isolator of this example includes the two torque rods 5 and 6. The upper torque rod 5 is mounted between the upper part of the engine 1 and the vehicle body as shown in FIG. 1B. On the other hand, the lower torque rod 6 is mounted between the lower portion of the engine 1 and the subframe 2 as shown in FIGS. 1A, 1B and 2. Since the basic configuration of the upper torque rod 5 and the lower torque rod 6 in this example is the same, the configuration of the upper torque rod 5 will be described, and the description of the configuration of the lower torque rod 6 will be omitted by using this.

  The upper torque rod 5 shown in FIGS. 2 and 3 shows a state in which the housing 20 shown in FIG. 4A and the like is removed in order to explain the internal structure, but the actual upper torque rod 5 is shown in FIGS. 4A to 6B. As shown, the structure includes a housing 20 and the like. As shown in FIGS. 2 and 3, the upper torque rod 5 has a bush 12 at one end fixed to the top of the engine 1 and a bush 11 at the other end fixed to the vehicle body, and is supported by the rod 11. And an actuator 17 that reciprocates the inertia mass 15 in the axial direction of the rod 11.

  FIG. 3 is a cross-sectional view of the main part of the upper torque rod 5, and a pair of bushes 12 and 13 are fixed to both ends of the rod-shaped rod 11 by welding. The bush 12 fixed to the engine side includes a cylindrical outer cylinder 12a, a cylindrical inner cylinder 12b concentric with the outer cylinder 12a, and an elastic body (soundproof material) that connects the outer cylinder 12a and the inner cylinder 12b. 12c. The bush 12 is fixed to the engine 1 by a bolt (not shown) that is inserted into the inner cylinder 12b in a direction orthogonal to the paper surface in FIG.

  On the other hand, the bush 13 fixed to the vehicle body also has a cylindrical outer cylinder 13a, a cylindrical inner cylinder 13b concentric with the outer cylinder 13a, the outer cylinder 13a and the inner cylinder 13b, like the bush 12. And an elastic body (soundproof material) 13c. The bush 13 is fixed to a member on the vehicle body side by a bolt (not shown) inserted into the inner cylinder 13b in a direction orthogonal to the paper surface in FIG.

  The embodiment shown in FIG. 3 has a configuration in which the bush 12 is fixed to the engine 1 and the bush 13 is fixed to the vehicle body side. However, the present invention is not limited to this, and the bush 12 is fixed to the vehicle body side. 1 may be fixed. The upper torque rod 5 shown in FIG. 3 shows an example in which two bolts inserted through the inner cylinders 12b, 13b of the bushes 12, 13 are arranged in parallel, as shown in FIGS. 2, 4A to 6B. The upper torque rod 5 shows an example in which two bolts 18 and 19 inserted through inner cylinders 12b and 13b of bushes 12 and 13 are arranged in directions orthogonal to each other. The fixing directions of the bushes 12 and 13 can be appropriately changed according to the shapes of the vehicle body side fixing portion and the engine 1 fixing portion.

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

  In the upper torque rod 5 of this example, the diameters of the outer cylinder and the inner cylinder of the bushes 12 and 13 are made different. That is, the diameters of the outer cylinder 13a and the inner cylinder 13b of the bush 13 are made relatively smaller than the diameters of the corresponding outer cylinder 12a and inner cylinder 12b of the bush 12, and the rigidity of the elastic body 13c of the bush 13 is further increased. The rigidity of the elastic body 12c of the bush 12 is made relatively larger. By differentiating the rigidity of the elastic bodies 12c, 13c of the pair of bushes 12, 13, engine rigid body resonance and rod rigid body resonance in the rod axial direction suitable for double vibration isolation are generated at two different frequencies.

  That is, as indicated by a solid line in FIG. 9, the engine rigid body resonance A in the rod axis direction determined from the rigidity of the elastic body 12c of the bush 12 occurs at a frequency f1 [Hz] that is almost zero, and the elastic body 13c of the bush 13 The rod rigid body resonance B in the rod axis direction determined from the rigidity occurs at a frequency f2 [Hz] close to 200 Hz. For the sake of simplicity, the engine rigid body resonance A will be described based on a spring mass system in which the engine rigid body resonance and the rod rigid body resonance are greatly simplified. The engine rigid body resonance A is the rigidity of the elastic body 12c of the bush 12 (spring constant). The rod rigid body resonance B is the mass of the rod 11 (and the outer cylinder portion of each bush) which is the mass between the elastic body 12c of the bush 12 and the elastic body 13c of the bush 13, and the elastic body 13c of the bush 13. Determined by rigidity (spring constant).

  Since the primary resonance frequency f3 of bending and twisting of the engine 1 alone is about 280 Hz to 350 Hz in a general vehicle engine, the engine rigid body resonance A is almost zero (0 Hz) as in this example, and the rod rigid body resonance is performed. If B is set to about 200 Hz, the transmission of bending vibration and torsional resonance vibration of the engine 1 to the vehicle body can be effectively suppressed (double anti-vibration) on the high frequency side (within the anti-vibration region).

  From the above, the rigidity (spring constant) of the elastic body 12c of the bush 12 and the elastic body of the bush 12 so that the engine rigid body resonance A and the rod rigid body resonance B have a frequency lower than the resonance frequency f3 of the bending and torsion of the engine. What is necessary is just to determine the mass of the rod 11 (and the outer cylinder part of each bush) which is the mass between the elastic body 13c of 12c and the bush 13, and the rigidity (spring constant) of the elastic body 13c of the bush 13. As described above, the engine rigid body resonance A and the rod rigid body resonance B are generated at two different frequencies, that is, at the frequency f1 in the low frequency region and the frequency f2 in the middle frequency region, and transmitted from the engine 1 to the vehicle body side. It is the effect of the double vibration isolation that the effect of preventing the generated vibration is obtained. However, in the vibration isolator of the present invention, it is not essential that the diameters of the outer cylinder and the inner cylinder of the bushes 12 and 13 are different, and the bushes 12 and 13 may have the same structure.

  Returning to FIG. 3, the upper torque rod 5 of this example includes an inertial mass 15 made of a magnetic metal or the like, an actuator 17, an acceleration sensor 21, a bandpass filter 22, and a voltage amplification circuit 23.

  The inertia mass 15 is provided around the rod 11 coaxially with the rod 11. The section of the inertial mass 15 viewed in the axial direction of the rod 11 has a point-symmetric shape with the center (center of gravity) of the rod 11 as the center, and the center of gravity of the inertial mass 15 coincides with the center of the rod 11. The inertia mass 15 has a rectangular tube shape as shown in FIGS. 2 and 5C, and both ends (upper and lower ends in FIG. 3) of the inertia mass 15 in the rod axial direction are respectively connected to the rod 11 via elastic support springs 16. It is connected to. The elastic support spring 16 is, for example, a leaf spring having a relatively small rigidity. A part of the inner wall 15a of the inertia mass 15 is protruded toward a permanent magnet 17c of the actuator 17 described later.

  The upper torque rod 5 of this example is provided with an actuator 17 in a space between the inertia mass 15 and the rod 11 as shown in FIG. The actuator 17 is a linear type (linear motion type) actuator including a square cylindrical core 17a, a coil 17b, and a permanent magnet 17c, and reciprocates the inertia mass 15 in the axial direction of the rod 11.

  The core 17a constituting the magnetic path of the coil is made of a laminated steel plate and is fixed to the rod 11. The core 17a is divided into a plurality of members before the assembly of the upper torque rod 5, and the plurality of members are bonded to the periphery of the rod-shaped rod 11 with an adhesive, thereby forming a rectangular tube as a whole. A core 17a is formed. The coil 17b is wound around the square cylindrical core 17a. The permanent magnet 17c is provided on the outer peripheral surface of the core 17a.

  Since the actuator 17 has such a configuration, the inertia mass 15 is linearly moved by the reactance torque generated by the magnetic field generated by the coil 17b and the permanent magnet 17c, that is, the inertia mass 15 is reciprocated in the axial direction of the rod 11. Will be driven. Conversely, 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 actuator 17 also functions as a generator, the vehicle vibration isolator of this example drives the actuator 17 using this generated power. Details of this will be described later.

  On the plane between the bushes 12 and 13 and parallel to the horizontal plane passing through the axis of the rod 11, the acceleration of axial vibration at the substantially axial position of the rod 11 is transmitted from the engine 1 to the rod 11. An acceleration sensor 21 that detects the acceleration of vibration is attached. Specifically, as shown in FIG. 5C, it is mounted on a substrate 24 attached to the opening 20 </ b> A of the housing 20. Then, the rod axis direction acceleration signal from the acceleration sensor 21 is input to the voltage amplification circuit 23 via the bandpass filter 22, and the signal amplified by the voltage amplification circuit 23 is applied to the coil 17 b of the actuator 17. (Voltage control is performed). The voltage amplifier circuit 23 can be composed of, for example, an operational amplifier. These band pass filter 22 and voltage amplification circuit 23 are also mounted on a substrate 24 mounted in the opening 20A of the housing 20 as shown in FIG. 5C.

  The inertia mass 15 is supported by a relatively soft leaf spring (elastic support spring 16). For example, resonance of the inertia mass 15 with respect to the rod 11 in the rod axis direction occurs at a low frequency from 10 Hz to 100 Hz. For example, since the secondary vibration frequency of the idle speed of a four-cylinder engine is about 20 Hz, if the resonance frequency of the inertial mass 15 can be set to 10 Hz, the inertial mass 15 resonates regardless of the operating conditions of the engine 1. Can be suppressed.

  On the other hand, if it is attempted to set the resonance frequency of the inertial mass 15 to such a low frequency such as 10 Hz, if the inertial mass 15 becomes too large and such setting is difficult, the rod rigidity resonance B ( If the frequency is set lower than about 1/2 of 200 Hz) in the embodiment, the resonance frequencies are sufficiently separated from each other, and vibration transmission is sufficiently suppressed.

  Further, by passing the acceleration signal detected by the acceleration sensor 21 through the band-pass filter 22, it is possible not to perform control at an extra frequency, thereby improving control stability and suppressing the extra power consumption. It is possible to reliably suppress the transmission force in the range. The vibration isolation region for the rod rigid body resonance B is a frequency range equal to or higher than the frequency f5 obtained by multiplying the resonance frequency f2 of the rod rigid body resonance B by a predetermined value (≈1.4) as shown in FIG. The bandpass filter 22 includes a resonance frequency in the rod axis direction of the inertial mass 15 (a low frequency from 10 Hz to 100 Hz), and passes signals from this resonance frequency to the frequency range of the vibration isolation region for the rod rigid body resonance B. A filter that passes a signal up to the upper limit (for example, 400 Hz) of the range in which the control does not diverge is selected in the anti-vibration region.

  Then, in order to perform speed feedback control that increases the attenuation of the rod 11 that is the control target, in the frequency band passing by the band pass filter 22, it is approximately proportional to the rod axial speed of the vibration detected by the acceleration sensor 21. The actuator 17 generates a force in which the applied force is an opposite sign.

Next, the housing 20 and the substrate 24 will be described.
As shown in FIGS. 4A to 6B, the housing 20 of this example is formed of a rigid body fixed or integrally formed with the outer cylinders 12 a and 13 a of the bushes 12 and 13, and vibrations in the axial direction and the pitch direction of the rod 11 are equivalent. Is transmitted to. Further, an opening 20A is formed at a position between the bushes 12 and 13 of the housing 20, and a substrate 24 is mounted so as to seal the opening 20A in an airtight or watertight manner. The inertia mass 15 and the actuator 17 shown in FIG. 3 are accommodated inside the housing 20 and are protected by the substrate 24 from being splashed with water from the outside.

  As shown in FIG. 5C, the acceleration sensor 21, the control circuit 25 including the band-pass filter 22 and the voltage amplification circuit 23, and the secondary battery 26 including the power conversion circuit are mounted on the main surface of the substrate 24. Has been.

  Among these, the acceleration sensor 21 is mounted on the substrate 24 so as to be positioned between the bushes 12 and 13 and on a plane parallel to a horizontal plane passing through the axis of the rod 11 (axis supporting torque). . As shown in FIG. 7, in a four-cylinder engine or the like, vibrations caused by an unbalanced inertial force are generated in the vertical direction, and the acceleration sensor 21 is placed at a position shifted upward with respect to the axial direction supporting the torque of the rod 11. When arranged, the vertical vibration of the engine 1 causes a vibration in the pitch direction in the torque rod. In this example, the acceleration sensor 21 is arranged on a plane passing through the torque support shaft and parallel to the horizontal plane. Sensitivity to direction vibration is reduced. That is, axial vibration detection accuracy is improved. As a result, even when the rigid resonance in the axial direction of the rod 11 is greatly lowered as shown in FIG. 10, noise in the rigid resonance in the pitch direction is hardly detected. Thus, the acceleration sensor 21 detects that the rigid body resonance is lowered to the normal range, and thereby, it is possible to suppress a trouble phenomenon that the control power is increased.

  In particular, since the acceleration sensor 21 is disposed between the bushes 12 and 13, the acceleration sensor 21 is disposed in a region where the node of the rigid resonance in the pitch direction of the rod 11 exists, and the sensitivity in the pitch direction is further improved. Get smaller.

  Now, when the upper torque rod 5 having the above configuration is mounted between the engine 1 and the vehicle body and the engine is driven at an engine rotational speed of 2000 to 6000 rpm, the drive control of the actuator 17 of the upper torque rod 5 is not performed. When the situation of vibration in the longitudinal direction of the vehicle was observed, it was as shown in FIG. 8A. From this result, in the region where the engine rotational speed is high, that is, in the result shown in the figure, the vibration reduction effect is greater when the actuator 17 of the upper torque rod 5 is driven and controlled than when the actuator 17 is not driven. It has been found that the magnitude of vibration does not change so much even if the actuator 17 of the upper torque rod 5 is not driven and controlled in the region where the engine rotational speed is low, that is, in the region of 3500 rpm or less. .

  Therefore, in the vehicle vibration isolator of this example, as shown in FIG. 8B, in an operating state where the engine rotation speed is less than 3500 rpm, the actuator 17 of the upper torque rod 5 is not driven without being supplied with power, and the inertia mass is reduced. 15 is converted into AC power by the actuator 17, the AC power is converted into DC power by a power conversion circuit (such as an inverter circuit) included in the secondary battery 26, and the DC power is further transferred to the secondary battery 26. Control to store electricity.

  On the other hand, in an operation state where the engine rotational speed is 3500 rpm or more, the DC power stored in the secondary battery 26 is converted into AC power by the power conversion circuit, and then supplied to the actuator 17 of the upper torque rod 5 as described above. The vibration control function is exhibited by controlling the inertial mass 15 to vibrate. FIG. 8C shows the result of measuring the vibration energy of the inertial mass 15 when the engine 1 is in the idling state (left bar graph) and the resonance in the vehicle longitudinal direction by supplying power to the actuator 17 of the upper torque rod 5. It is a result (right bar graph) of measuring the power consumption when the control for suppressing is performed, and the power is almost equivalent. Therefore, in a general driving state, self-sufficiency can be achieved only by vibration energy of the inertial mass 15 without supplying electric power from the outside.

  It should be noted that the engine rotation speed, which is a threshold value for allowing the actuator 17 to function as a generator or a vibration isolator, may be obtained by taking a detection signal from a rotation speed sensor provided in the engine 1. However, since the upper torque rod 5 of this example does not require any other wiring, it can be calculated inside the upper torque rod 5 using the acceleration sensor 21. For example, an IC circuit for performing a Fourier transform operation is provided on the substrate 24 for the detection signal of the acceleration sensor 21 shown in the left diagram of FIG. 11, and the Fourier transform is performed by this IC circuit, which is shown in the right diagram of FIG. Thus, the frequency at the maximum level is detected. Then, by multiplying this frequency by 60 and further dividing by the basic rotation order of the engine (2 for a 4-cylinder engine), the engine rotation speed is obtained.

  Alternatively, as shown in FIG. 12, the magnitude of a signal obtained by applying a band-pass filter of 3500 to 6000 rpm, which is a control region, to the detection signal of the acceleration sensor 21 causes the actuator 17 to function as a generator. Or a threshold value for functioning as a vibration isolator.

  As described above, in the vehicle vibration isolator of this example, when the actuator 17 is not driven, the vibration energy of the inertia mass 15 is converted into electric power and stored in the secondary battery 26, and when the actuator 17 is driven, it is stored in the secondary battery 26. Since anti-vibration control is performed using the stored power, it is not necessary to supply power from the outside, and power consumption can be reduced overall. Further, since the secondary battery 26 and the actuator 17 are provided close to each other in the torque rod, the voltage drop due to the wiring is small, and this can also reduce the power loss. Further, since the control circuit 25 and the secondary battery 26 are provided in the torque rod, it also has the function of the inertia mass 15 and can reduce the rigid resonance frequency of the torque rod in the vehicle front-rear direction.

  In particular, the vehicle vibration isolator of the present example controls the rigid resonance frequency of the torque rods 5 and 6, and executes the vibration isolating control under an operating condition in which the basic order is close to this frequency in the high engine speed range. On the other hand, in the low rotation region of the engine 1, vibration transmitted from the engine 1 to the support portion of the engine becomes large. Therefore, the self-sufficiency of electric power can be achieved by setting the power storage mode when the engine 1 is operating in the low speed region and setting the control mode when operating in the high speed region.

  In the vehicle vibration isolator of this example, the low rotation region of the engine 1 is at least in an idling state or in a charged state when the vehicle is a hybrid vehicle (for example, when the vehicle is stopped and the engine is charged to charge the battery. It is preferable to include a driving state). In such an operating state of the engine 1, the vibration transmitted to the support portion of the engine 1 is increased, so that the amount of power stored in the secondary battery 26 can be increased.

  In addition, it is preferable to set the power storage mode when at least the rotation basic order of the engine 1 and the natural vibration frequency in the axial direction of the inertia mass 15 coincide with each other. When the rotation basic order of the engine 1 and the natural vibration frequency of the inertial mass 15 coincide with each other, the displacement of the inertial mass 15 increases, so that the amount of power stored in the secondary battery 26 increases and the power can be efficiently stored.

  Conversely, when at least the resonance frequency in the front-rear direction of the torque rods 5 and 6 and the rotation basic order of the engine 1 are equal, the control mode is preferable. Since the rigid resonance of the torque rods 5 and 6 that deteriorates the in-vehicle sound can be suppressed, the in-vehicle sound can be reduced.

  In order to efficiently store electricity, the vibration of the engine 1 is transmitted to the torque rods 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, the rigidity of the bushes 12 and 13 is set so that the rigidity in the torque support direction of the bush 12 fixed to the engine side is higher than the rigidity of the bush 13 fixed to the vehicle body side in the torque axis direction at least in the power storage mode. It is preferable to do. Because the rigidity of the bush 12 on the engine side is high, vibrations of the engine 1 are transmitted to the torque rods 5 and 6 and can be efficiently stored. On the other hand, the rigidity of the bush 13 on the vehicle side is low, so The transmission of vibrations can be cut off, and the quietness of the vehicle can be maintained.

  Further, in the vehicle vibration isolator of this example, the acceleration sensor 21 and the control circuit 25 including the band pass filter 22 and the voltage amplification circuit 23 are mounted on the substrate 24, so that work such as wiring is unnecessary. Thus, the cost can be reduced.

  Moreover, the board | substrate 24 of this example can be fixed to the surface at the side of the engine 1 with respect to the bracket 1a of the engine 1 to which the bush 12 is fixed with the volt | bolt 18 as shown to FIG. 6B. However, as shown in FIG. 6A, it is more preferable that the bracket 1 a of the engine 1 is fixed to the side surface away from the engine 1 on the side opposite to the engine 1.

  In the vehicle vibration isolator of this example, as shown in FIG. 10, the rigidity of the vehicle body side bush 12 of the upper torque rod 5 is greatly reduced as compared with the conventional upper torque rod. Due to the acceleration of the torque rod itself, the upper torque rod swings greatly in the lateral direction of the vehicle. Therefore, it is necessary to set the clearance C between the engine 1 and the upper torque rod 5 larger than that of the conventional upper torque rod (see FIGS. 6A and 6B).

  On the other hand, the force resulting from the unbalanced inertial force acts forward of the engine 1 from the center of gravity G of the engine 1 to generate a moment. Therefore, the vibration of the vertical displacement of the engine is larger at the tip of the engine 1. Therefore, as in the example shown in FIG. 6A, the upper torque rod 21 is arranged on the surface of the housing 20 of the upper torque rod 5 on the side away from the engine 1 on the side opposite to the engine 1. 5 and the engine 1 can be shortened, and the vertical vibration of the engine 1 transmitted to the upper torque rod 5 can be reduced. Similarly, since the clearance C between the upper torque rod 5 and the engine 1 can be shortened, the parts related to fastening of the torque rod on the engine 1 side can be reduced, and the eigenvalues of the parts related to fastening can be increased.

  Further, in the vehicle vibration isolator of this example, the upper torque rod 5 includes the actuator 17 as a heat source, and heat transfer to the acceleration sensor 21 becomes a problem. Since the acceleration sensor 21 can be disposed at a position where the wind flows, the heat dissipation performance is also advantageous.

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

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Sub-frame 3, 4 ... Engine mount P1, P2 ... Supporting point 5 ... Upper torque rod 6 ... Lower torque rod 11 ... Rod 12, 13 ... Bush 15 ... Inertial mass 17 ... Actuator 18, 19 ... Bolt 20 ... Housing 20A ... Opening 21 ... Acceleration sensor 22 ... Bandpass filter 23 ... Voltage amplification circuit 24 ... Substrate 25 ... Control circuit 26 ... Secondary battery

Claims (10)

A rod having one end fixed to the engine and the other end fixed to the vehicle body;
An inertial mass supported by the rod;
An actuator for reciprocating the inertial mass in the axial direction of the rod;
Power control means for driving the actuator;
In a vehicle vibration isolator having power storage means for supplying power to the power control means,
The electric power control unit is a vehicle vibration isolator that converts vibration of the inertia mass into electric power and stores the electric power in the electric storage unit when the actuator is not driven. Vibration detection means for detecting vibration in the axial direction of the rod;
The vibration isolator for a vehicle according to claim 1, wherein the vibration detection means is mounted on a substrate together with the power control means and the power storage means and is attached to the rod.   The vibration isolator for a vehicle according to claim 1 or 2, wherein the substrate is disposed on the rod on a side away from the engine. The rod further includes a housing that covers one end and the other end of the rod, and that houses the inertial mass and the actuator,
The vibration isolator for a vehicle according to claim 2 or 3, wherein the substrate is mounted in an opening of the housing and accommodates the actuator in an airtight or watertight manner.   The vibration detection means is disposed between the one end portion and the other end portion of the rod, and is disposed on a plane that passes through the torque support shaft of the rod and is parallel to a horizontal plane. The vibration isolator for a vehicle according to one item.   The power control device stores power in the power storage means when the engine has a lower rotational speed than a predetermined value, and stores the power stored in the power storage means when the engine has a higher rotational speed than the predetermined value. The vibration isolator for vehicles as described in any one of Claims 1-5 supplied to.   The vibration isolator for a vehicle according to claim 6, wherein power is stored in the power storage means when the engine is in an idling state or in a charged state of the engine in a hybrid vehicle.   The vibration isolator for a vehicle according to claim 6, wherein at least the rotation basic order of the engine and the natural vibration frequency in the axial direction of the inertia mass coincide with each other.   The vehicle according to any one of claims 6 to 8, wherein electric power stored in the power storage means is supplied to the actuator when at least a resonance frequency in the front-rear direction of the rod is equal to a basic rotation order of the engine. Anti-vibration device.   When power is stored in the power storage means, the rigidity in the torque support direction of one end of the rod fixed to the engine side is higher than the rigidity in the torque axis direction of the other end of the rod fixed to the vehicle body side. Item 10. The vehicle vibration isolator according to any one of Items 1 to 9.

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