JP2013061001A - Active vibration control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an active vibration control device capable of effectively collecting a regenerative current in a regeneration mode.SOLUTION: A control part 72 stores a regeneration mode frequency range X including a natural frequency Fx of a mass spring system constituted by vibrating bodies 16b and 23 and elastic bodies 14, 24, 25 and 26. Furthermore, the control part 72 switches a vibration suppression mode for actively vibrating the vibrating bodies 16b and 23 so as to suppress the vibration of a vibration control target member when a vibration frequency F of the vibration control target member is not included in the regeneration mode frequency range X, and a regeneration mode for converting the vibration energy of the vibrating bodies 16b and 23 to electric energy so as to collect the regenerative current when the vibration frequency F of the vibration control target member is included in the regeneration mode frequency range X.

Description

  The present invention relates to an active vibration isolator that actively suppresses vibrations of a vibration isolation target member that constitutes a vehicle by driving an engine of the vehicle.

  Patent Document 1 describes an active vibration isolator as an engine mount. The engine mount actively suppresses engine vibration by changing the pressure receiving chamber by actively vibrating the vibration exciter. Patent Document 2 describes an active vibration isolator as a dynamic damper (dynamic absorber). This dynamic damper suppresses the vibration of the support portion by actively vibrating a vibrating body as a mass member.

  Patent Document 3 describes a vibration damping device. This vibration damping device includes a magnet having one end fixed to an engine that is a vibration generation source and the other end connected to the vehicle body by a spring, and a coil that is provided in the vehicle body and vibrates the magnet by supplying current. That is, when a current is supplied to the coil, the member on the magnet side vibrates to attenuate the vibration of the engine.

  Here, Patent Document 3 describes that effective vibration isolation is performed without wasting energy required for vibration isolation. That is, in the vicinity of the resonance frequency of the supporting engine (vibration generation source), vibration is amplified and effective vibration isolation cannot be performed, so that electric energy required for attempting vibration isolation is wasted. It is described that the regenerative mode is set near the resonance frequency of the engine. And it is supposed that the vibration of a vibration generation source will be attenuated by flowing the regenerative current which generate | occur | produces in regeneration mode to regenerative resistance.

JP 2006-349028 JP JP 2008-208895 A JP 2007-285378 A

  Here, in the active vibration isolators described in Patent Literatures 1 and 2, it is effective to effectively recover the regenerative current when vibration suppression control is not performed. In the active vibration isolator, the vibrating body vibrates independently of the vibration generating source. Therefore, the active vibration isolator is switched to the regenerative mode in the vicinity of the resonance frequency of the vibration generating source because the vibrating body is not integrated with the vibration generating source as in the vibration damping device described in Patent Document 3. However, the regenerative current cannot be recovered sufficiently.

  This invention is made | formed in view of such a situation, and it aims at providing the active vibration isolator which can collect | recover regenerative currents effectively in regeneration mode.

  An active vibration isolator according to the present invention is provided in a vehicle and supports a vibration isolator member that vibrates due to vibration of a vibration generation source, and supports the vibration exciter member via an elastic body. A vibration exciter that actively vibrates the vibration exciter by supplying a current and a control unit that controls the vibration exciter and suppresses vibration of the vibration isolation target member. And the said control part memorize | stores the regeneration mode frequency range containing the natural frequency of the mass spring type | system | group comprised by the said excitation body and the said elastic body, and the vibration frequency of the said vibration proof object member is the said regeneration mode frequency range. The vibration suppression mode for actively vibrating the vibrating body so as to suppress the vibration of the vibration isolation target member and the vibration frequency of the vibration isolation target member included in the regeneration mode frequency range. In this case, the mode is switched to a regenerative mode in which the vibration energy of the vibrating body is converted into electric energy and a regenerative current is recovered.

  Here, in the mass spring system composed of the vibrating body and the elastic body, the amplitude at the time of passive vibration of the vibrating body increases near the natural frequency. And it has the relationship that a regenerative current becomes large, so that the amplitude at the time of the passive vibration of a vibrating body is large. Therefore, by setting the regeneration mode in the regeneration mode frequency range including the natural frequency of the mass spring system, the regeneration current can be effectively recovered. In addition, since the vibrating body is not fixed to the vibration generating source and is provided so as to be able to vibrate independently from the vibration generating source, the natural frequency of the mass spring system by the vibrating body and the elastic body is provided. Does not depend on the natural frequency of the vibration source. That is, according to the present invention, by appropriately grasping the natural frequency of the mass spring system, the regenerative current can be effectively recovered by effectively using the passive vibration of the vibrating body.

  Further, the regeneration mode frequency range may be set to a range in which the amplitude is equal to or greater than a predetermined threshold in the vibration characteristics of the mass spring system. The vibration characteristics correspond to the relationship between vibration frequency and amplitude. The regenerative mode frequency range is a range in which the amplitude is greater than or equal to a predetermined threshold in the vibration characteristics. Therefore, in the regenerative mode, the vibrator is passively vibrated sufficiently large. Therefore, the regenerative current can be recovered more effectively.

  Further, the regeneration mode frequency range may be set so as to include a vibration frequency of the vibration isolation target member due to bad road traveling. When traveling on a rough road, even if the vibration suppression mode is set, the vibrating body may break down, and the effect cannot be fully exhibited. Therefore, wasteful power consumption can be reduced by setting the regeneration mode when traveling on rough roads. Further, when the vibration isolation target member vibrates due to bad road traveling, the vibration frequency of the vibration isolation target member falls within a certain range. This vibration frequency depends on the vehicle structure. Therefore, when the vibration isolation target member vibrates due to bad road traveling, the mass spring system configured by the excitation body and the elastic body so that the vibration frequency of the vibration isolation target member is included in the regeneration mode frequency range. Set. As a result, the regenerative current can be recovered by effectively utilizing the vibration of the vibration isolation target member generated due to the rough road traveling. In particular, the regenerative current can be collected more effectively by setting the vibration frequency of the vibration-proof target member due to running on a rough road to be close to the natural frequency of the mass spring system.

  The regeneration mode frequency range may be set so as to include a vibration frequency of the vibration isolation target member due to engine shake. When the vibration isolation target member vibrates due to the engine shake, the vibration frequency of the vibration isolation target member falls within a certain range. This vibration frequency depends on the vehicle structure. Therefore, when the vibration isolation target member vibrates due to the engine shake, a mass spring system composed of the excitation body and the elastic body is arranged so that the vibration frequency of the vibration isolation target member is included in the regeneration mode frequency range. Set. Thereby, the regenerative current can be recovered by effectively utilizing the vibration of the vibration isolation target member generated due to the engine shake. In particular, the regenerative current can be collected more effectively by setting the vibration frequency of the vibration isolation target member due to the engine shake to be near the natural frequency of the mass spring system.

It is a block diagram of an active engine mount as an example of a vibration exciter of an active vibration isolator. It is a block diagram of the active dynamic damper as another example of the vibration exciter of an active vibration isolator. It is a structure of the controller of an active vibration isolator and is a figure which shows the state of vibration suppression mode. It is a structure of the controller of an active vibration isolator and is a figure which shows the state of regeneration mode. It is a flowchart which shows the mode switching process by the control part shown in FIG. It is a graph which shows a vibration characteristic (relationship between a vibration frequency and the amplitude of a vibrating body). It is a graph which shows the relationship between a vibration frequency and a regenerative current.

(1) Main body configuration of active vibration isolator (1.1) Outline description The active vibration isolator is mounted on an automobile having an engine as a vibration generation source, and the vibration isolating object constituting the automobile is driven by the engine. It actively suppresses vibration of the member. Here, an active engine mount and an active dynamic damper are given as examples of the main body (vibrator) of the active vibration isolator. Each will be described below.

(1.2) Active Engine Mount The active engine mount 10 will be described with reference to FIG. The active engine mount 10 is a member that supports the engine with respect to the engine frame, and actively vibrates the vibrating body 16b, thereby suppressing the vibration of the engine from being actively transmitted to the engine frame.

  The active engine mount 10 includes a first mounting bracket 11, a second mounting bracket 12, a main rubber elastic body 13, an elastic partition plate 14, a diaphragm 15, an actuator 16, and a vibrating body stopper 17. A mounting bracket stopper 18 is provided.

  The first mounting bracket 11 is a member attached to the engine side. The second mounting bracket 12 is a member that is formed in a cylindrical shape as a whole by a plurality of members, and is attached to an engine frame as a vibration isolation target member. The first mounting bracket 11 and the second mounting bracket 12 are arranged to be spaced apart from each other. A main rubber elastic body 13 is interposed between the first mounting bracket 11 and the second mounting bracket 12, and the first mounting bracket 11 and the second mounting bracket 12 are elastically connected. .

  An elastic partition plate 14 made of a disc-shaped rubber is disposed inside the second mounting bracket 12 and below the main rubber elastic body 13 in FIG. The elastic partition plate 14 and the main rubber elastic body 13 form a pressure receiving chamber 14a into which vibration from the engine is input. In addition, a diaphragm 15 formed of a thin rubber elastic film that is easily deformable is disposed on the lower side of the elastic partition plate 14 in FIG. The diaphragm 15 and the elastic partition plate 14 form an equilibrium chamber 14b in which volume change is easily allowed. Incompressible fluid is sealed in the pressure receiving chamber 14a and the equilibrium chamber 14b. Further, the pressure receiving chamber 14a and the equilibrium chamber 14b communicate with each other through an orifice passage.

  The actuator 16 includes a stator 16a and a vibration body 16b that can move relative to the stator 16a in the axial direction (vertical direction in FIG. 1). The stator 16 a is formed in a cylindrical shape and is fixed to the second mounting bracket 12. Further, the stator 16a is wound with a coil.

  The vibrating body 16b constitutes an armature and is disposed so as to be movable in the axial direction through the center hole of the stator 16a. Further, the vibrating body 16 b is connected to the elastic partition plate 14. That is, by supplying a periodic current to the coil of the stator 16a, an electromagnetic force corresponding to the amount of the current is generated, and the vibrating body 16b vibrates in the axial direction with respect to the stator 16a. . And the elastic partition plate 14 deform | transforms with the vibration to the axial direction with respect to the stator 16a of the vibration body 16b. Thus, the pressure control of the pressure receiving chamber 14 a is performed by the deformation of the elastic partition plate 14. That is, it is possible to prevent the vibration of the engine from being transmitted to the engine frame side by actively changing the elastic partition plate 14 appropriately and actively changing the pressure in the pressure receiving chamber 14a.

  The vibrating body stopper 17 is made of rubber and is fixed to the second mounting bracket 12 at a position facing the lower surface of the vibrating body 16b. The vibrating body stopper 17 restricts the movement of the vibrating body 16b when the vibrating body 16b moves greatly downward. The vibration body stopper 17 can regulate each of the cylindrical vibration body main body constituting the vibration body 16b and the rod connected to the vibration body main body.

  The mounting bracket stopper 18 regulates relative displacement between the first mounting bracket 11 and the second mounting bracket 12. The mounting bracket stopper 18 is composed of a pair of rubber plates 18 a and 18 b mounted on the first mounting bracket 11. Between the pair of rubber plates 18a and 18b, an abutting portion 12a extending from the second mounting member 12 is disposed between the pair of rubber plates 18a and 18b. That is, when the first mounting bracket 11 and the second mounting bracket 12 are relatively moved relative to each other, the contact portion 12a contacts the pair of rubber plates 18a and 18b.

  An acceleration sensor 30 is attached to the outer peripheral side of the second mounting bracket 12. The acceleration sensor 30 detects vibration of an engine frame that is a vibration-proof target member. In the present embodiment, the acceleration sensor 30 detects vibration for determining whether or not the vehicle is traveling on a rough road.

(1.3) Active Dynamic Damper The active dynamic damper 20 will be described with reference to FIG. The active dynamic damper 20 is attached to, for example, a subframe that supports the differential device, and actively vibrates the vibration body 23 as a mass member to actively vibrate the subframe generated by driving the engine. Suppress the suppression.

  The active dynamic damper 20 includes an outer cylindrical metal member 21, a coil member 22, a vibrating body 23, a first leaf spring 24, a second leaf spring 25, a rubber elastic body connecting portion 26, and a first stopper 27. And a second stopper 28. The outer cylinder fitting 21 is formed in a cylindrical shape as a whole by a plurality of members, and is fixed to a subframe as a vibration isolation target member. The coil member 22 is formed in a cylindrical shape, is fixed to the inner peripheral surface of the outer tubular fitting 21, and is wound with a coil.

  The vibrating body 23 is provided so as to be relatively movable in the axial direction with respect to the coil member 22 and functions as a mass member of the dynamic damper. The vibration body 23 includes a yoke 23a, a mass addition body 23b, and a connecting rod 23c. The yoke 23 a is formed in a cylindrical shape, and is disposed in the center hole of the coil member 22 with a predetermined radial gap between the yoke 23 a and the inner peripheral surface of the coil member 22. The mass addition body 23b is formed in a thick disk shape and is arranged coaxially with the yoke 23a. The connecting rod 23c connects the yoke 23a and the mass addition body 23b.

  The first leaf spring 24 is formed in a disc shape. The outer peripheral edge of the first plate spring 24 is fixed to the upper end of the coil member 22, and the center of the first plate spring 24 is fixed to the tip of the connecting rod 23c. Moreover, the 2nd leaf | plate spring 25 is formed in disk shape. The outer peripheral edge of the second plate spring 25 is fixed to the lower end of the coil member 22, and the center of the second plate spring 25 is fixed to the lower end side of the connecting rod 23c. The rubber elastic body connecting portion 26 is formed in a disk shape having a center hole, and elastically connects the center portion of the lower end surface of the mass addition body 23b and the inner peripheral surface of the outer cylinder fitting 21. That is, the vibrating body 23 is elastically supported by the first and second leaf springs 24 and 25 and the rubber elastic body connecting portion 26.

  The first stopper 27 includes a first stopper support 27a and a first stopper rubber 27b. The first stopper support 27a protrudes inward in the radial direction from the inner peripheral surface of the outer cylindrical fitting 21, and is provided at a position facing the outer peripheral side upper end surface of the mass addition member 23b while being spaced apart in the axial direction. . The first stopper rubber 27b is fixed to the lower surface of the distal end of the first stopper support 27a, and is provided at a position facing the outer peripheral side upper end surface of the mass addition body 23b while being spaced apart in the axial direction. The first stopper rubber 27b can restrict the movement of the vibrating body 23 on the upper side in the axial direction when the vibrating body 23 moves largely on the upper side in the axial direction.

  The second stopper 28 is made of rubber and is provided on the lower surface of the lower end protruding portion of the mass addition body 23b. The second stopper 28 is provided at a position facing the upper surface of the bottom plate portion 21 a that is integrally fixed to the outer cylinder fitting 21 while being spaced apart in the axial direction. When the vibrating body 23 moves greatly downward in the axial direction, the movement of the vibrating body 23 can be regulated by the contact between the second stopper 28 and the bottom plate portion 21a of the outer tube fitting 21.

  Then, by supplying a periodic current to the coil of the coil member 22, the vibrating body 23 including the yoke 23 a can be vibrated with respect to the coil member 22. The vibration of the subframe, which is a vibration isolation target member, can be actively suppressed by the resonant action of the vibration exciter 23, the first and second leaf springs 24, 25, and the rubber elastic body connecting portion 26. .

  An acceleration sensor 40 is attached to the outer peripheral side of the outer cylinder fitting 21. The acceleration sensor 40 detects the vibration of the subframe that is a vibration-proof target member. In the present embodiment, the acceleration sensor 40 detects vibration for determining whether or not the vehicle is traveling on a rough road.

(2) Controller (2.1) Configuration of Controller Next, the configuration of the controller for driving the main body of the active vibration isolator described above will be described with reference to FIGS. 3 and 4. First, the vibration suppression mode will be described with reference to FIG. As shown in FIG. 3, the controller includes acceleration sensors 30 and 40, an engine vibration frequency calculation unit 50, a battery 61 as a main power source, a main switch 62, a capacitor 63, a regeneration switch 64, a voltage conversion circuit 71, and a control unit 72. The drive part 81 is provided.

  As shown in FIGS. 1 and 2, the acceleration sensors 30 and 40 detect the acceleration a of a member fixed to the vibration isolation target member in the main body of the active vibration isolation device. That is, the acceleration sensors 30 and 40 detect the vibration state of the vibration isolation target member, and the magnitude of the acceleration a increases when the vehicle is traveling on a rough road. Therefore, it can be determined whether or not the vehicle is traveling on a rough road by determining whether or not the acceleration a detected by the acceleration sensors 30 and 40 is greater than the predetermined threshold a1.

  The engine vibration frequency calculation unit 50 inputs a periodic pulse signal from a rotation detector (not shown) for detecting the rotation speed of the engine. Then, the engine vibration frequency calculation unit 50 calculates the frequency F of the pulse signal based on the input pulse signal. This frequency F is a frequency of vibration generated by the engine.

  The main switch 62 is connected in series with the positive electrode side of the battery 61. The main switch 62 is closed (ON) by the control unit 72 during the vibration suppression mode and is opened (OFF) during the regeneration mode. That is, the power of the battery 61 can be supplied to the drive unit 81 in the vibration suppression mode, and the regenerative current from the drive unit 81 is not supplied to the battery 61 in the regeneration mode. In FIG. 3, the main switch 62 is in a closed (ON) state.

  The capacitor 63 is connected in parallel to the battery 61 via the regeneration switch 64 on the opposite side of the main switch 62 from the battery 61. This capacitor 63 collects the regenerative current generated by the electromotive force of the coil in the main body of the active vibration isolator. Here, the regeneration switch 64 is opened (OFF) during the vibration suppression mode, and is closed (ON) during the regeneration mode. That is, the power of the battery 61 is not stored in the capacitor 63 during the vibration suppression mode, and the regenerative current from the drive unit 81 is supplied to the capacitor 63 during the regeneration mode. In FIG. 3, the regeneration switch 64 is in an open (OFF) state.

  The voltage conversion circuit 71 is connected to the positive side of the battery 61 and the positive side of the capacitor 63, and steps down the voltages of the battery 61 and the capacitor 63. The voltage conversion circuit 71 supplies control power to the control unit 72.

  The control unit 72 is supplied with control power by the voltage conversion circuit 71. The control unit 72 acquires the acceleration a detected by the acceleration sensors 30 and 40, and acquires the engine vibration frequency F calculated by the engine vibration frequency calculation unit 50. Then, the control unit 72 generates a control signal for driving the switch elements SW1 to SW4 of the drive unit 81. Further, the control unit 72 performs opening / closing control of the main switch 62 and the regeneration switch 64.

  The drive unit 81 supplies current to the coils (the coil of the stator 16a and the coil of the coil member 22) in the main body of the active vibration isolator by the electric power supplied from the battery 61. Then, the vibrating bodies 16b and 23 vibrate according to the amount of current supplied to the coil.

  The drive unit 81 forms an H-type bridge circuit and includes first to fourth switch elements SW1 to SW4. For example, a field effect transistor (FET) is applied to these switch elements SW1 to SW4. The opening / closing control of these switch elements SW <b> 1 to SW <b> 4 is controlled by a control signal generated by the control unit 72. For example, in FIG. 3, the switch elements SW1 and SW4 are in a closed (ON) state, and the switch elements SW2 and SW3 are in an open (OFF) state. A broken arrow indicates the direction of current flow. In addition, diodes D1 to D4 are connected in parallel to the switch elements SW1 to SW4. The diodes D1 to D4 may be parasitic diodes or may be connected separately.

  It is assumed that the control unit 72 is determined to be in the vibration suppression mode based on the acceleration a detected by the acceleration sensors 30 and 40 and the vibration frequency F calculated by the engine vibration frequency calculation unit 50. In the vibration suppression mode, as shown in FIG. 3, the main switch 62 is closed (ON) and the regeneration switch 64 is opened (OFF) by the controller 72. And the control part 72 actively controls the exciting force of the vibrating bodies 16b and 23 by performing switching control of switch element SW1-SW4. As a result, it is possible to actively suppress vibration of the vibration isolation target member.

  Next, the state of the regeneration mode will be described with reference to FIG. It is assumed that the control unit 72 is determined to be in the regenerative mode based on the acceleration a detected by the acceleration sensors 30 and 40 and the vibration frequency F calculated by the engine vibration frequency calculation unit 50. In the regeneration mode, as shown in FIG. 4, the main switch 62 is opened (OFF) and the regeneration switch 64 is closed (ON) by the controller 72. Furthermore, the control unit 72 sets all the switch elements SW1 to SW4 of the drive unit 81 to the open (OFF) state. Here, in the regenerative mode, a regenerative current is generated by the electromotive force of the coil of the stator 16a or the coil of the coil member 22. The generated regenerative current is stored in the capacitor 63. The electric power stored in the capacitor 63 is used for driving the control unit 72 and the like.

(2.2) Mode switching process by control unit As described above, the control unit 72 switches between the vibration suppression mode and the regeneration mode. The mode switching process of the control unit 72 will be described with reference to FIGS. As shown in FIG. 5, the control unit 72 acquires the vibration frequency F calculated by the engine vibration frequency calculation unit 50 (S1). Subsequently, the acceleration a detected by the acceleration sensors 30 and 40 is acquired (S2).

  Subsequently, it is determined whether or not the vibration frequency F is included in the regeneration mode frequency range X stored in advance in the control unit 72 (S3). The regeneration mode frequency range X is a range from F1 to F2.

  Here, the regeneration mode frequency range X will be described with reference to FIG. In FIG. 1 and FIG. 2, the mass spring system is constituted by the vibrating bodies 16b, 23 and the elastic bodies 14, 24, 25, 26. The vibration characteristic of the mass spring system is a behavior as shown by a solid line in FIG. 6 and is expressed as a relationship between the vibration frequency and the amplitude of the vibrating bodies 16 b and 23. That is, the natural frequency of this mass spring system is Fx. Here, in this embodiment, the natural frequency Fx of the mass spring system is adjusted to about 12 Hz. The regenerative mode frequency range X is set to a range in which the amplitudes of the vibrating bodies 16b and 23 are equal to or greater than a predetermined threshold Hth, that is, a range from F1 to F2 in the mass spring system vibration characteristics.

  Moreover, in the said motor vehicle, the frequency range at the time of idling is a range shown by C of about 20-40 Hz, for example, and the frequency range at the time of driving | running | working is a range shown by D of about 40 Hz or more. The frequency range of vibrations to be suppressed by actively exciting the vibrating bodies 16b and 23 is a range of Y including idling and running. That is, the natural frequency Fx of the mass spring system is set to a frequency that excludes the Y range including idling and running.

  Furthermore, the range A of the vibration frequency of the vibration isolation target member due to the engine shake is, for example, about 5 to 15 Hz. It is known that when the vibration isolation target member vibrates due to the engine shake, the vibration frequency of the vibration isolation target member falls within a certain range depending on the vehicle structure. The natural frequency Fx of the mass spring system is set so as to be included in the range A of the vibration frequency of the vibration isolation target member due to the engine shake. Further, the regeneration mode frequency range X is set so as to include a vibration frequency range A of the vibration isolation target member due to engine shake.

  Furthermore, the range B of the vibration frequency of the vibration isolation target member due to running on a rough road is, for example, about 8 to 17 Hz. It is known that when the vibration isolation target member vibrates due to traveling on a rough road, the vibration frequency B of the vibration isolation target member falls within a certain range depending on the vehicle structure. The natural frequency Fx of the mass spring system is set so as to be included in the range B of the vibration frequency of the vibration isolation target member resulting from the rough road traveling. Furthermore, the regeneration mode frequency range X is set so as to include a vibration frequency range B of the vibration isolation target member due to rough road traveling.

  Returning to the flowchart of FIG. In S3 of FIG. 5, when it is determined that the engine vibration frequency F is not included in the regeneration mode frequency range X, that is, when idling or running, the following processing is performed. That is, it is determined whether or not the acceleration a detected by the acceleration sensors 30 and 40 is greater than or equal to the predetermined threshold a1 (S4). Here, when the vehicle travels on a rough road, the entire components of the vehicle including the vibration isolation target member vibrate greatly. Therefore, the acceleration a increases when traveling on a rough road. That is, in S4, the determination of whether the acceleration a is equal to or greater than the predetermined threshold a1 corresponds to the determination of whether the vehicle is traveling on a rough road.

  If the acceleration a is not equal to or greater than the predetermined threshold a1 in S4, that is, if it is determined that the vehicle is not traveling on a rough road, the control unit 72 executes the vibration suppression mode (S5). That is, current is supplied to the coil, and the vibrating bodies 16b and 23 are actively vibrated to actively suppress vibration of the vibration isolation target member. That is, the state shown in FIG. Then, the process returns.

  Here, when traveling on a rough road (S4: No), the vibration suppression mode is not executed. When traveling on a rough road, the vehicle is vibrated greatly. For this reason, even if the vibration suppression mode is executed when traveling on a rough road, the vibrating bodies 16b and 23 may fail, and the effect cannot be fully exhibited. That is, if the vibration suppression mode is executed when traveling on a rough road, the power consumption is wasted. Therefore, the vibration suppression mode is not executed when traveling on a rough road.

  In S3 of FIG. 4, when the engine vibration frequency F is in the regeneration mode frequency range X (F1 or more and F2 or less), the control unit 72 converts the vibration energy of the vibrating bodies 16b and 23 into electric energy. Then, the regeneration mode for recovering the regeneration current is executed (S6). That is, the state shown in FIG. Then, the process returns.

  Here, as shown in FIG. 6, in the mass spring system composed of the vibrating bodies 16 b and 23 and the elastic bodies 14, 24, 25 and 26, the passive vibrations of the vibrating bodies 16 b and 23 are near the natural frequency Fx. The amplitude of time increases. And as shown in FIG. 7, the amplitude at the time of the passive vibration of the vibrating bodies 16b and 23 and a regenerative current have a correlation. That is, there is a relationship that the regenerative current increases as the amplitude of the vibrating bodies 16b and 23 during passive vibration increases.

  The regeneration mode is executed when the engine vibration frequency F is in the regeneration mode frequency range X (F1 or more and F2 or less) including the natural frequency Fx. That is, the regeneration mode is executed in a range in which the amplitude during passive vibration of the vibrating bodies 16b and 23 increases. Therefore, the regenerative current can be collected effectively.

  Further, the regeneration mode frequency range X is set so as to include a vibration frequency range A of the vibration isolation target member due to engine shake. Therefore, the regenerative current can be recovered by effectively utilizing the vibration of the vibration isolation target member generated due to the engine shake. In particular, since the vibration frequency range A of the vibration isolation target member due to the engine shake is set in the vicinity of the natural frequency Fx of the mass spring system, the regenerative current can be collected more effectively.

  Further, in S4 of FIG. 4, the control unit 72 executes the regeneration mode even when the acceleration a is equal to or greater than the predetermined threshold a1, that is, when the vehicle is traveling on a rough road (S6). That is, the state shown in FIG. Then, the process returns.

  Here, the range B of the vibration frequency of the vibration isolation target member when traveling on a rough road is included in the regeneration mode frequency range X. That is, when the vibration isolation target member vibrates due to bad road traveling, the vibrating bodies 16b and 23 are vibrated greatly. Accordingly, the regenerative current can be recovered by effectively using the large vibration of the vibration isolation target member that is caused by traveling on a rough road. In particular, since the range B of the vibration frequency of the vibration isolation target member due to the rough road traveling is set in the vicinity of the natural frequency Fx of the mass spring system, the regenerative current can be collected more effectively.

  The vibrating bodies 16b and 23 are not directly fixed to the engine that is the vibration generating source, but are provided so as to be able to vibrate independently of the engine. Therefore, the natural frequency Fx of the mass spring system formed by the vibrating bodies 16b and 23 and the elastic bodies 14, 24, 25, and 26 does not depend on the natural frequency of the engine. That is, according to the present embodiment, by appropriately grasping the natural frequency Fx of the mass spring system, the regenerative current can be effectively recovered by effectively using the passive vibration of the vibrating bodies 16b and 23.

10: Active engine mount (vibrator), 14: Elastic partition plate (elastic body), 16a: Stator, 16b: Vibrator, 20: Active dynamic damper (vibrator), 22: Coil member, 23: Excitation body, 24, 25: Leaf spring (elastic body), 26: Rubber elastic body connection part (elastic body), 30, 40: Acceleration sensor, 50: Engine vibration frequency calculation section, 61: Battery, 62: Main switch 63: Capacitor 64: Regenerative switch 71: Voltage conversion circuit 72: Control unit 81: Drive unit F: Engine vibration frequency Fx: Natural frequency of mass spring system Hth: Predetermined threshold value A: Vibration frequency range of the vibration isolation target member due to engine shake, B: Vibration frequency range of the vibration isolation target member due to rough road running, X: Regenerative mode frequency range

Claims (4)

An anti-vibration target member provided in the vehicle and vibrated by vibration of a vibration source;
A vibration exciter that actively vibrates the vibration exciter by supporting the vibration exciter on the vibration isolation target member via an elastic body and supplying a current to the coil;
A control unit for controlling the vibration exciter to suppress vibration of the vibration isolation target member;
With
The controller is
Storing a regeneration mode frequency range including a natural frequency of a mass spring system constituted by the vibrating body and the elastic body;
When the vibration frequency of the vibration isolation target member is not included in the regeneration mode frequency range, the vibration suppression mode for actively vibrating the vibration exciter so as to suppress the vibration of the vibration isolation target member; An active vibration isolator that switches between a regenerative mode that recovers a regenerative current by converting vibration energy of the vibration exciter into electrical energy when a vibration frequency of a vibration target member is included in the regenerative mode frequency range. In claim 1,
The regenerative mode frequency range is an active vibration isolator in which the amplitude is greater than or equal to a predetermined threshold in the mass spring vibration characteristics. In claim 1 or 2,
The regenerative mode frequency range is an active vibration isolator set so as to include a vibration frequency of the vibration isolation target member due to running on a rough road. In any one of Claims 1-3,
The regenerative mode frequency range is an active vibration isolator set to include a vibration frequency of the vibration isolation target member due to engine shake.

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