JPH0141962Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a device for preventing body vibration of a vehicle.

Generally, when a vehicle is idling, the vibration of the vehicle body due to engine rotation comes close to the resonance point of the vehicle body, causing the vehicle body to vibrate greatly, resulting in poor ride comfort and problems such as increased noise in the cabin due to vehicle vibration. .

This is a particularly noticeable phenomenon in front-wheel drive vehicles, and is an important problem to be solved.

The present invention aims to solve these problems, and aims to provide a vehicle body vibration reduction device that can reduce vehicle body vibration by equipping the vehicle with an exciter. do.

Therefore, in order to reduce the vibration of the vehicle body in a vehicle, the vehicle body vibration reduction device of the present invention includes a vibration exciter for canceling the vibration of the vehicle body, and a signal that supplies an excitation signal to the vibration exciter. a phase control device for controlling the phase of the excitation signal between the signal source and the vibrator, so that the vibrator generates an excitation force with an opposite phase to the vibration of the vehicle body. The vibration exciter is equipped with a holding mechanism for holding a movable member of the vibration exciter in order to lock the vibration exciter according to the operating condition of the vehicle, and the vibration exciter is equipped with a hold mechanism for holding a movable member of the vibration exciter. is composed of a gap formed between the movable member and a fixed member that liquid-tightly covers the movable member, a locking liquid injected into the gap, and a means for injecting and discharging the locking liquid. It is characterized by

Hereinafter, embodiments of the present invention will be explained with reference to the drawings. Figures 1 to 26 show a vehicle body vibration reduction device as a first embodiment of the present invention, and Figure 1 schematically shows its installation state. 2 is a block diagram showing its overall configuration; FIG. 3 is a flowchart showing its control process; FIG. 4 is a longitudinal sectional view showing its vibrator with a hold mechanism;
Figures 5 to 12 are all schematic diagrams showing modified examples of the shape of the vibrator, Figures 13 to 15 are schematic diagrams showing the waterproof structure of the vibrator, and Figures 16 to 2 are schematic diagrams showing the waterproof structure of the vibrator.
Figure 0 is a schematic diagram showing the mounting state of the vibration exciter, Figures 21 to 25 are schematic diagrams showing the mounting position of the vibration exciter, and Figure 26 is a graph showing its characteristics. Figures 27 and 28 show a vehicle body vibration reduction device as a second embodiment of the present invention.
FIG. 7 is a block diagram thereof, and FIG. 28 is a flowchart showing its control process.

First, to explain the vehicle body vibration reduction device as the first embodiment of the present invention, as shown in FIG. is supported by

A vibrator 2 is attached to the front end of the body frame 1, and the operation of the vibrator 2 causes the vehicle body B to vibrate as required through the body frame 1.

By the way, the vibrator 2 is driven by the configuration shown in FIG.

That is, an ignition pulse a generated in the engine E as a signal source and serving as an excitation signal for the vibrator 2 is input to the waveform shaping section 3, the noise component of the ignition pulse a is removed, and the ignition pulse a is shaped. A rectangular wave b is obtained.

This rectangular wave b is input to the SIN wave generator 4,
Sine (SIN) wave c according to the timing of square wave b
occurs.

The SIN wave c is input to the phase control unit 5 as a phase control means for controlling the phase of the excitation signal, and delays or advances the phase by the required amount to obtain the optimal signal for the required excitation in the exciter 2. Adjusted to phase.

The phase-adjusted SIN wave d is input to the gain control section 6, and is adjusted to the optimum gain for the required vibration in the vibrator 2.

The SIN wave e whose phase and gain have been adjusted in this manner is input to the amplifier 7, where the power is amplified to a level sufficient to operate the exciter 2.

The vibration exciter 2 is activated by the output of the amplifier 7 to vibrate the vehicle body B.

Incidentally, as described above, the phase and gain of the input signal to the vibrator 2 are adjusted in the controller 8, the phase control section 5, and the gain control section 6, which are configured by the microcomputer M.

That is, the controller 8 includes a vehicle speed sensor 9.
and an engine rotation speed sensor 10 are connected, and phase control and gain control are performed via the controller 8 based on the vehicle speed V and engine rotation speed N detected by these sensors.

The controller 8 also includes a hold mechanism 11.
is connected, and the operation of the vibrator 2 can be stopped and locked by a signal from the controller 8.

Further, a vehicle speed control section 12 is connected to the vehicle body B, and the vehicle speed control section 12 is configured to control the speed of the vehicle to a constant value based on the vehicle speed V detected by the vehicle speed sensor 9. .

By the way, SIN as an input signal to the vibrator 2
Phase control and gain control of wave e are performed as shown in the flowchart of FIG.

As shown in FIGS. 2 and 3, the vehicle speed V detected by the vehicle speed sensor 9 is input to the controller 8,
Step B1 is executed and the vehicle speed V reaches the predetermined speed.
It is determined whether V is greater than ₀ .

This vehicle speed V ₀ is set to the minimum speed of the normal vehicle speed measurement limit.

If the vehicle speed V is greater than the vehicle speed _V0 , the amplifier 7 is turned off in step B6, and then in step B7 it is determined by the hold mechanism 11 whether the vibrator 2 is locked.

If it is determined that the lock is locked in step B7, the locked state is maintained in step B9, and if it is determined that the lock is not locked, a lock instruction signal is sent to the hold mechanism 11 in step B8. The signal is transmitted from the controller 8, and the vibrator 2 is locked.

In steps B8 and B9, after the lock state is completed, a new control process is executed.

In step B1, the vehicle speed V is set to the set vehicle speed V ₀
If it is determined that the following is true, proceed to step B2.
At , the engine speed N is determined.

That is, based on the detection signal of the engine rotation speed sensor 10, it is determined whether the engine rotation speed N is between the set rotation speed N1 and the set rotation speed N2 (N2>N1), and if N2≧N≧N1 is satisfied. Then, steps B3, B4, and B5 are executed.

In step B3, a map corresponding to the vehicle speed V and engine rotation speed N is selected from various maps in which phase φ and gain F are stored in advance, and in step B4, a map corresponding to the vehicle speed V and engine rotation speed N is selected. The gain F is determined, and the phase φ and gain F are output to the vibrator 2 in step B5.

By the way, the above-mentioned map is formed by values set so that the excitation force acting on the vehicle body B by the vibration exciter 2 is in opposite phase to the vibrations caused by the engine E of the vehicle body B.

That is, the vibration exciter 2 operates according to the phase φ and the gain F to apply an excitation force to the vehicle body B, and
The vibration of the vehicle body caused by the engine E is canceled by mutually canceling out the excitation force transmitted by the vibration of the engine E and the excitation force.

Then, after the output to the vibrator 2 in step B5 is finished, a new control process starting from step B1 is executed.

Note that the set rotational speeds N1 and N2 in step B2 described above are set by setting the conditions for operating the vibration exciter, and are usually around the engine rotational speed when the vehicle is idling, for example, N1 = 400 rpm, N2.
2 = set to 1000 rpm.

Further, in step B2, if the engine speed N does not satisfy N2≧N≧N1, steps B6, B7, B8, and B9 are executed so that the vibration exciter 2 is locked by the hold mechanism 11. It's summery.

By the way, the above-mentioned controller 8, phase control section 5, and gain control section 6 may be configured by hardware mechanisms having the same functions.

The vibration exciter 2 is constructed as shown in FIG. 4, with a sliding shaft 22 erected in the center of a base 21, and a mass 23 as a movable member inserted into the sliding shaft 22. The mass 23 can move up and down while its posture is restrained by the sliding shaft 22.

Further, a housing 24 constituting a fixing member formed in a bottomed cylindrical shape is disposed to accommodate the mass 23 from above, and the housing 24 has a center portion of a bottom 24a of the housing 24 located above the mass 23. It is fixed to the upper end of the sliding shaft 22. on the other hand,
The lower end 24b of the housing 24 is fixed to the base 21 constituting a fixing member, and the housing 24 and the base 21 cover the mass 23 in a liquid-tight manner.

Springs 25 a and 25 b are interposed between the bottom 24 a of the housing 24 and the upper end surface of the mass 23 and between the upper end surface of the base 21 and the lower end surface of the mass 23 , and they float the mass 23 from the base 21 . The mass 23 is supported at a fixed position in a state where the mass 23 can move up and down without any trouble.

Further, a cylindrical space 23a is formed coaxially with the mass 23 at an intermediate portion in the radial direction.

The cylindrical space 23a is open at the lower end surface of the mass 23, and a cylindrical drive coil 26 erected on the base 21 is disposed within the cylindrical space 23a.

Further, a cylindrical permanent magnet 27 is disposed in the cylindrical space 23a on the outer side facing the drive coil 26, and the permanent magnet 27 is fixed to the mass 23 and forms a part of the mass 23. are doing.

The drive coil 26 is connected to the output end of the amplifier 7 via a connection cord 28, and current flows through the drive coil 26 according to the output of the amplifier 7, and is driven by interaction with the magnetic field generated by the permanent magnet 27. The coil 26 and the mass 23 are configured to be displaced relative to each other.

The vibration exciter 2 has its hold mechanism 11.
is equipped with.

The hold mechanism 11 includes oil 50 as a locking liquid injected between a housing 24 as a fixed member and a mass 23 as a movable member, and a bypass pipe 62 constituting a means for injecting and discharging this oil 50.
, an electromagnetic valve 63 interposed in the bypass pipe 62 , and an injection/discharge pipe 64 branched from the bypass pipe 62 and connected to a supply source of the oil 50 .

The bypass pipe 62 has one end connected to open into a gap 65a between the upper housing 24 and the mass 23, and the other end connected to open into a gap 65b between the lower housing 24 and the mass 23. , the upper gap 65a and the lower gap 65b are communicated through the bypass pipe 62.

The bypass pipe 62 is configured to have a small flow resistance for the oil 50, and is configured to have a large flow resistance for the oil 50 in the space between the side of the mass 23 that acts as a piston and the housing 24. A seal ring or the like is appropriately attached to the side of the mass 23.

A solenoid valve 63 is interposed in the bypass pipe 62, and the solenoid valve 63 is connected to the controller 8. The solenoid valve 63 is driven by a signal from the controller 8, and the upper gap 65a and the lower gap 65b are driven. It is designed to allow or block communication between the two.

The bypass pipe 62 is connected to an injection/discharge pipe 64 that supplies oil 50 from the oil source HP, and the injection/discharge pipe 64 is equipped with a valve 64a to supply the required amount of oil through the bypass pipe 62. It can be supplied to the upper and lower spaces 65a and 65b.

And upper and lower air gaps 65a, 65b
is filled with oil 50 and the solenoid valve 63 is switched to the closed state, thereby filling the gaps 65a and 65b.
The oil 50 filled in each of these blocks prevents the mass 23 from moving up and down.

Note that during normal operation of the vibration exciter 2, the hold mechanism 11 closes the upper and lower air gaps 65a and 65b.
Then, the oil 50 is injected with a volume left over that corresponds to the stroke required for vertical movement of the mass 23,
When stopping the vertical movement of the mass 23, the remaining volume of oil 50 is further injected to eliminate the gap that allows the vertical movement of the mass 23, thereby stopping the vertical movement of the mass 23. You can also do this.

In this case, the solenoid valve 63 and the valve 64a
is no longer necessary, and is equipped with an oil supply source HP, an oil discharge pipe 67, and a three-way switching valve 66 connected to the controller 8, so that oil can be selectively injected and discharged. Ru.

The vibrator 2 is formed into the shape shown in FIGS. 5 to 12 depending on the mounting position and other conditions.

Namely, the hat shape shown in FIG. 5, the square shape shown in FIG. 6, the cylindrical shape shown in FIG. 7, the cylindrical shape shown in FIG. 8, the increased mass capacity type which is a modification of the hat shape shown in FIG. It is formed to have a push-pull cylindrical shape as shown in FIG. 10, a skewer shape as shown in FIG. 11, and a rod shape as shown in FIG. 12, each having the structure of the vibration exciter 2 as shown in FIG. 4. It's becoming like that.

In the vibrator 2 shown in FIG. 9, an additional mass 23c connected to the mass 23 inside the vibrator 2 is arranged above the outside of the vibrator 2, and the mass 23 and the additional mass 23c are connected to each other. By driving these together, the mass capacity of the vibrator 2 is increased.

The above-mentioned vibrator 2 is equipped with a waterproof structure as shown in FIG. 13, respectively.

That is, as shown in FIG. 13, the vibrator 2 is covered with a waterproof boot 47 made of rubber, resin, etc., and the lower end of the waterproof boot 47 is connected to the base 2.
1, and a sealant is applied thereon to maintain the waterproofness of the vibrator 2.

Further, the waterproof structure may be configured as shown in FIG. 14. In this structure, a waterproof boot 47 made of rubber, resin, etc. and covering the vibrator 2 is attached to a bolt or the like through a rubber packing 48. It is attached to the base 21 and is designed to be waterproof.

Furthermore, the waterproof structure may be configured as shown in FIG. Installed in a liquid-tight manner.

There is oil 5 inside the waterproof boots 47.
0 is filled, making it possible to effectively perform waterproofing.

Moreover, the waterproof structure shown in FIGS. 13 to 15 described above makes it possible to prevent dust from entering the vibrator 2 and to make the vibrator 2 soundproof.

The vibrator 2 configured as described above includes the 16th,
It is attached to the vehicle body B as shown in Figure 17.

That is, the cross member 1a attached to the tip of the body frame 1 of the vehicle body B (see Fig. 1)
A hole 1b for attaching a vibrator is formed in the lower surface of the cross member 1a, and a vibrator 2 is inserted into the cross member 1a through this hole 1b.

The vibrator 2 is fixed to the cross member 1a by having its base 21 fixed to the cross member 1a with bolts.

Further, as shown in FIG. 18, the vibration exciter 2 has a base 21 attached to the lower surface of the cross member 1a.
may be attached to the cross member 1a in a suspended state.

In addition, when installing in this way, the vibration exciter 2 shown in FIG. 8 is installed by screwing the screw 51 fixed to the internal mass into the lower surface of the cross member 1a, and the housing 24 is attached so as to be movable. You can also do this.

Furthermore, as shown in FIG. 19, the vibration exciter 2 has a shelf 1c having an L-shaped cross section attached to the side frame 1d of the vehicle body B, and the base 2 of the vibration exciter 2 is attached to the shelf 1c.
1 may be fixed and attached with bolts.

Then, as shown in FIG. 20, the vibration exciter 2
The base 21 of the vibrator 2 may be fixedly attached to the upper surface of the cross member 1a with bolts.

By the way, as shown in FIG. 21, the vibration exciter 2 is
It is attached to the center of the vehicle body B in the vehicle width direction.

Further, the vibration exciter 2 may be mounted on both sides in the vehicle width direction, as shown in FIG. 22.

The vibration exciter 2 is a second vibration exciter in the vehicle length direction.
It is attached to the front of the vehicle body B as shown in Figure 3.

Note that the vibration exciter 2 may be attached to the front and rear parts of the vehicle body B as shown in FIG. 24, or to the front and central part in the longitudinal direction of the vehicle body B as shown in FIG. 25.

In this case, the vibration exciter 2 disposed at the rear or central portion of the vehicle body B is configured to be driven in an opposite phase to the vibration exciter 2 disposed at the front.

Since the vehicle body vibration reduction device of the present invention is configured as described above, an excitation force due to torque fluctuations of the engine E acts on the vehicle body B when the vehicle is idling.

In this case, the vehicle body vibration reduction device configured as shown in FIGS. 2 and 3 is activated.

That is, based on the detection signals of the vehicle speed sensor 9 and the engine rotation speed sensor 10 that are input to the controller 8, steps B1 and B2 shown in FIG.
is executed and the vehicle speed V is below the set vehicle speed _V0 and the engine speed N is within a certain range (N2≧N≧N
It is determined whether the condition 1) is met, and if the condition is met, step B3 is executed and a map corresponding to the vehicle speed V and the engine rotational speed N is selected.

Next, in step B4, the phase φ and gain F to be adjusted are determined based on the map, and the phase control section 5 and gain control section 6
is transmitted to.

On the other hand, the ignition pulse a generated in the engine E is input to the waveform shaping section 3, noise is removed, and the ignition pulse a is shaped into a rectangular wave b having the same timing as the ignition pulse a.

The rectangular wave b is converted by the SIN wave generator 4 into a SIN wave c having the same period as the rectangular wave b.

This SIN wave c is adjusted by the phase φ and gain F determined by the controller 8 described above.

That is, in the phase control unit 5, the phase of the SIN wave c is shifted by φ, and the SIN wave d is changed to the SIN wave d shown by the chain line in FIG.
become.

Further, the amplitude of the SIN wave d is adjusted in the gain control unit 6 to match the gain F, and a SIN wave e is obtained.

This SIN wave e is input to the amplifier 7, and the vibration exciter 2
The signal is amplified so as to be suitable for operating the vibration exciter 2, and is output to the vibration exciter 2.

The vibration exciter 2 is driven by this input signal and applies an excitation force to the vehicle body B.

Incidentally, an excitation force due to torque fluctuations of the engine E acts on the vehicle body B, and the vehicle body B tends to vibrate.

In particular, the vibration B has a resonance point close to the _C2 component of the vibration of the engine E, and attempts to generate large vibrations near this resonance point.

However, on the vehicle body B, the excitation force from the engine E and the excitation force whose phase is shifted by φ in the phase control unit 5 and are adjusted so as to always be in the opposite direction to the excitation force from the engine E act on the vehicle body B. As a result, the vibration of the vehicle body B is reduced because the excitation forces are canceled out.

In other words, since the vibration exciter 2 and the engine E are installed at different locations, the transmission paths of the excitation force are different, and the timing at which the excitation force reaches the vehicle body B is different. When an excitation force with the opposite phase to the tension pulse a is generated,
The excitation forces reaching the vehicle body B are not in opposite phase to each other.

Therefore, the excitation force generated by the vibrator 2 is adjusted so that the excitation forces reaching the vehicle body B from the engine E and the vibrator 2 are in opposite phases to each other, thereby reducing the vibration of the vehicle body B. Let it happen.

Then, the gain control section 6 adjusts the amplitude of the excitation force by the engine E and the amplitude of the excitation force by the vibrator 2 to be the same, thereby preventing vibration of the vehicle body B.

By operating the vibrator 2 in this way,
As shown in FIG. 26, vibrations of the vehicle body B are reduced.

FIG. 26 shows the engine rotation speed N on the horizontal axis,
The vertical axis shows the gain G of the excitation force measured by the acceleration sensor, and when the exciter 2 is not operated, the vehicle body B has the engine rotation speed as shown by the solid line x in the figure. It has vibration characteristics with a resonance point around 750Hz.

When this vibration activates the vibrator 2, the vehicle body B comes to have vibration characteristics as shown by the broken line y, and the vibration of the vehicle body B is reduced.

On the other hand, if the controller 8 determines that the vehicle speed V or the engine speed N does not meet the conditions for operating the vibration exciter 2, as shown in FIG. If the vibration is released, the amplifier 7 is turned off in step B6, and then in step B7 it is determined whether the operation of the vibrator 2 is locked by the hold mechanism 11.

If not locked, hold mechanism 11
is activated and the operation of the vibrator 2 is locked, and if it is locked, the locked state is maintained.

By the way, the vibration exciter 2 is operated as follows. That is, the output of the amplifier 7 is input to the drive coil 26, and a current according to the input flows through the drive coil 26.

This current and the magnetic field of the permanent magnet 27 forming a part of the mass 23 act on a driving force in the vertical direction, and the mass 23 vibrates vertically while resisting the biasing force of the springs 25a and 25b.

This vibration causes the vehicle body B to move relative to the base 21.
, and an excitation force acts on the vehicle body B.

When the controller 8 outputs a signal to lock the operation of the vibrator 2, the solenoid valve 63 in the hold mechanism 11 is activated and closed, and the gap 65a in the vibrator 2 and the gap 65b, and the respective voids 65a, 6
The vertical movement of the mass 23 is restricted by the oil 50 in the vibration exciter 5b, and the operation of the vibration exciter 2 is locked.

Furthermore, if the solenoid valve 63 and the valve 64a are not equipped, but the three-way switching valve 66, the oil discharge pipe 67, and the oil supply source HP are installed, the three-way switching valve 66 is configured to supply the oil 50 from the oil supply source HP in advance. The oil 50 is switched to the supply side and the oil 50 is supplied to the air gap 65.
a, 65b.

When operating the vibrator 2, the three-way switching valve 66
is switched to connect the injection/discharge pipe 64 and the oil discharge pipe 67.

As a result, the oil for the gap required for vertical movement of the mass 23 is discharged through the oil discharge pipe 67,
The lock is released and the vibrator 2 is activated.

When locking the vibrator 2, the three-way switching valve 66 is switched to supply oil for the gap necessary for vertical movement from the oil supply source HP to the gaps 65a and 65b.

As a result, the vertical movement of the mass 23 is stopped,
The vibrator 2 is in a locked state.

The vibrator 2 has a waterproof structure shown in FIGS. 13 to 15, and the vibrator 2 is waterproof.
Stable operation is achieved over a long period of time.

Moreover, the waterproof structure prevents the infiltration of dust and also has a soundproofing effect, so that stable operation of the vibrator 2 is maintained and no noise is emitted.

The vibrator 2 is attached as shown in FIGS. 16 to 20, and the excitation force by the vibrator 2 is applied to the vehicle body B via the cross member 1a.

Then, the vibration exciter 2 is attached as shown in FIGS. 21 to 25, and the vehicle body B is vibrated.

In addition, if two or more vibration exciters 2 are installed on both sides of the vehicle as shown in FIG. 22, the vibration action can be reliably performed while maintaining a balance between the left and right sides.

Furthermore, as shown in Figs. 24 and 25, if two or more vibration exciters 2 are installed spaced apart in the vehicle length direction, the vibration action can be reliably performed, and the The opposite phase to the vibration force generated by the engine E is reliably maintained, and the effect of reducing vehicle body vibration is enhanced.

Next, a second embodiment of the vehicle body vibration reduction device of the present invention will be described. It is configured as shown in FIGS. 27 and 28, and in addition to the structure of the first embodiment,
An acceleration sensor 13 that detects vibrations of the vehicle body B is equipped.

The acceleration G as the vibration of the vehicle body B detected by the acceleration sensor 13 is input to the controller 8 composed of a microcomputer M, and the phase control section 5 and gain control section 6 composed of the microcomputer M are controlled according to the acceleration G. A signal is output.

That is, the control by the controller 8
This is carried out as shown in FIG. 8, and in steps C1 and C2, the vehicle speed V and engine rotational speed N are determined, and it is determined whether or not to operate the vibrator 2.

If the conditions for operating the vibrator 2 are met (V ₀ ≧V and N1≦N≦N2), step C
3, a map corresponding to the vehicle speed V and the engine rotation speed N is selected, and in step C4, the phase φ ₁ , gain F ₁ and n=1 are determined as initial values for control in the phase control section 5 and gain control section 6. Ru.

Then, the phase φ ₁ and the gain F ₁ are output to the phase control section 5 and the gain control section 6.

On the other hand, the ignition pulse a of the engine E is input to the phase control section 5 after being converted into a SIN wave c by the waveform shaping section 3 and the SIN wave generation section 4.

The SIN wave c is passed through step C in the phase control section 5.
6, the adjusted SIN wave d′ is adjusted to shift the phase by φ [=φ ₁ +Δφ (Δφ is a preset phase increment)], and the adjusted SIN wave d′ is adjusted to a gain F ₁ in the gain control section 6. , activates the vibrator 2 via the amplifier 7.

As a result, when the vibration of the vehicle body B decreases, the acceleration G detected by the acceleration sensor 13 decreases, and this decrease is fed back to the controller 8. In step C7, it is determined that the acceleration G has decreased, and steps C8 and C9 are executed. executed.

In step C8, n becomes 2 (=1+1) and φ (=φ ₁ +Δφ) is replaced with φ ₂ .

In step C9, the adjusted phase φ becomes φ ₂ +Δφ, and the phase control section 5 further adjusts the SIN wave d′ by Δφ so that it is input to the vibrator 2 via the amplifier 7 with a gain of F ₁ . It's summery.

In this way, the process of operating the vibrator 2 by increasing the adjustment phase φ by Δφ is performed by the acceleration sensor 13.
This is repeated until the detected acceleration G passes through the minimum value and increases.

After passing the minimum value, the NO route is taken at step C10, and step C11 is started.
is executed, the adjustment phase φ is decreased by Δφ, and the adjustment phase φ is determined to be the phase φ=φ _o+1 −Δφ immediately before the minimum value.

On the other hand, if it is determined in step C7 that the detected acceleration G has increased, the process proceeds to step C12.
, the adjustment phase φ is decreased by Δφ, and the vibration exciter 2
Activate.

Then, in step C13, if it is determined that the detected acceleration G has decreased, the adjustment phase φ
The process of operating the vibrator 2 by decreasing Δφ by Δφ is repeated, and in steps C14 to C17, the phase φ is adjusted so that the detected acceleration G is minimized, and the phase immediately before the minimum value is φ=φ _o The adjustment phase φ is determined to be ₊₁ +Δφ.

If it is determined in steps C7 and C13 that the detected acceleration G does not change, step C18 is executed and the adjustment phase φ=φ ₁ +Δφ is determined.

While maintaining the adjustment phase φ determined in this manner, the amplitude of the excitation force of the vibrator 2 is adjusted in the gain control section 6.

First, in step C19, the gain F is
Adjust to F ₁ +ΔF, set n to the initial value 1,
The vibration exciter 2 is activated, and it is determined in step C20 whether the detected acceleration G has decreased.

If it is determined in step C20 that the acceleration has decreased, steps C21, C22, and C23 are repeatedly executed, and the gain F is increased by ΔF until the detected acceleration G passes the gain F that is the minimum, and the vibration exciter 2 is increased. Activation is performed.

When the detected acceleration G passes through the minimum gain F, the gain of the vibrator 2 is determined to be the gain F (=F _{o +1} −ΔF) immediately before the minimum gain.

Further, in step C20, the detected acceleration G
If it is determined that the number has increased, step C25
At this point, the gain F is decreased by ΔF and the vibrator 2 is operated.

Then, in step C26, if it is determined that the detected acceleration G has decreased, step C26 is determined.
27, C28, and C29 are repeatedly executed until the detected acceleration G passes the gain F that becomes the minimum.
The vibrator 2 is operated by decreasing the gain F by ΔF.

When the detected acceleration G passes through the minimum gain F, the gain of the vibrator 2 is determined to be the gain F (=F _{o +1} +ΔF) immediately before the minimum gain.

If it is determined in steps C20 and C26 that the detected acceleration G does not increase or decrease, step C31 is executed and the gain F is determined to be _F1 .

After the adjustment phase φ and gain F are determined, the process from step C1 is executed again, and the adjustment phase φ and gain F are adjusted to keep the detected acceleration G of the acceleration sensor 13 at a minimum while excitation is performed. Machine 2 is now operational.

Note that the controller 8, phase control section 5, and gain control section 6 described above may be configured by hardware mechanisms having the same functions.

The vibrator 2 and the hold mechanism 11 are constructed in the same manner as in the first embodiment.

Since the vehicle body vibration reduction device according to the second embodiment of the present invention is constructed as described above, an excitation force due to torque fluctuations of the engine E acts on the vehicle body B when the vehicle is idling.

In this case, the vehicle body vibration reduction device configured as shown in FIGS. 27 and 28 is activated.

That is, based on the detection signals of the vehicle speed sensor 9 and the engine speed sensor 10 that are input to the controller 8, steps C1 and C shown in FIG.
2 is executed and the vehicle speed V is less than the set vehicle speed V ₀ and the engine speed N is within a certain range (V ₀ , N1, and N2 are idling states where there is no vehicle speed and only the engine E is rotating) ) is determined to match the
If the conditions are met, step C3 is executed, and a map corresponding to the vehicle speed V and engine speed N is selected.

Next, in step C4, initial values φ ₁ and F ₁ of the adjustment phase φ and gain F are determined by the map and transmitted to the phase control section 5 and gain control section 6.

Then, the SIN wave e as an excitation signal corresponding to the adjustment phase φ ₁ and the gain F ₁ is input to the vibrator 2 in the same manner as in the first embodiment, and the vibrator 2 is operated.

As a result, as in the first embodiment, the adjustment phase φ ₁
The vibration of the vehicle body B is reduced according to the gain _F1 .

Next, step C6 and subsequent steps are executed, and the vehicle body B
The adjustment phase φ ₁ and the gain F ₁ are increased or decreased while feeding back the detected acceleration G of the acceleration sensor 13 indicating the vibration, and the adjustment phase φ and the gain F are determined so as to minimize the vibration of the vehicle body B.

After the gain F is determined and the vibrator 2 is activated, the process from step C1 is repeated, and the vibrator is 2 is driven, and vibrations of the vehicle body B are constantly reduced.

As described in detail above, according to the vehicle body vibration reduction device of the present invention, in order to reduce vibrations of the vehicle body, a vehicle is provided with a vibrator for canceling out the vibrations of the vehicle body, and a vibrator for applying vibration to the vibrator. A signal source for supplying a vibration signal is provided between the signal source and the vibration exciter in order to cause the vibration exciter to generate an excitation force having an opposite phase to the vibration of the vehicle body. A phase control means for controlling the phase is interposed, and the vibration exciter is equipped with a hold mechanism for holding a movable member of the vibration exciter in order to lock the vibration exciter according to the driving state of the vehicle. , the hold mechanism includes a gap formed between the movable member and a fixed member that liquid-tightly covers the movable member, a locking liquid injected into the gap, and a means for injecting and discharging the locking liquid. It has the advantage of being able to efficiently reduce vehicle body vibrations due to its simple configuration.

In particular, the vibrator is now locked when not operating as required, reducing power consumption and
This has the advantage that the vibration exciter lasts a long time.

[Brief explanation of the drawing]

Figures 1 to 26 show a vehicle body vibration reduction device as a first embodiment of the present invention. Figure 1 is a vertical cross-sectional view of a vehicle schematically showing its installed state, and Figure 2 shows its overall configuration. 3 is a flowchart showing the control process, FIG. 4 is a longitudinal sectional view showing the vibrator with a hold mechanism, and 5th to 1st
Figure 2 is a schematic diagram showing an example in which the shape of the vibrator is modified, Figures 13 to 15 are schematic diagrams showing the waterproof structure of the vibrator, and Figures 16 to 20 are schematic diagrams showing the modified shape of the vibrator. Schematic diagram showing the installation state of the shaker, 2nd
Figures 1 to 25 are schematic diagrams showing the mounting position of the vibrator, Figure 26 is a graph showing its characteristics, and Figures 27 and 28 are vehicle body vibration reduction devices as a second embodiment of the present invention. FIG. 27 is a block diagram thereof, and FIG. 28 is a flowchart showing its control process. 1... Body frame, 1a... Cross member, 1b... Hole, 1c... Shelf, 1d... Side frame, 2... Vibrator, 3... Waveform shaping section, 4...
... SIN wave generation section, 5 ... Phase control section, 6 ... Gain control section, 7 ... Amplifier, 8 ... Controller, 9 ... Vehicle speed sensor, 10 ... Engine rotation speed sensor, 11 ... Hold mechanism, 12... Vehicle speed control section, 13... Acceleration sensor, 21
... Base constituting a fixed member, 22 ... Sliding shaft, 23 ... Mass as a movable member, 23a ...
Cylindrical space portion, 23c...additional mass, 24...housing constituting the fixing member, 24a...bottom of the housing, 24b...lower end of the housing, 2
5a, 25b... Spring, 26... Drive coil, 27... Permanent magnet, 28... Connection cord, 4
7...Waterproof boots, 48...Rubber pads, 4
9... Bellows, 50... Oil as locking liquid, 51... Screw, 62... Bypass pipe constituting the injection/drainage means, 63... Solenoid valve, 64... Inflow/drainage pipe, 64a... Valve, 65a , 65b...Gap, 66...3-way switching valve, 67...Oil discharge pipe, B...Vehicle body, E...Engine, HP...Oil supply source, M...Microcomputer, a...Ignition pulse , b...square wave, c, d, d', e...
SIN wave.

Claims (1)

[Scope of utility model registration request] In order to reduce the vibration of the vehicle body, the vehicle is equipped with a vibration exciter for canceling the vibration of the vehicle body, and a signal source that supplies an excitation signal to the vibration exciter,
In order to cause the vibration exciter to generate an excitation force having an opposite phase to the vibration of the vehicle body, a phase control means for controlling the phase of the excitation signal is interposed between the signal source and the vibration exciter. In addition, the vibrator is equipped with a hold mechanism that holds a movable member of the vibrator in order to lock the vibrator in accordance with the operating condition of the vehicle, and the hold mechanism is configured to hold a movable member of the vibrator that is the same as the movable member. A vehicle body comprising a gap formed between a fixed member that liquid-tightly covers a movable member, a locking liquid injected into the gap, and a means for injecting and discharging the locking liquid. Vibration reduction device.