JPH027322Y2 - - 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 vibrations of the vehicle body due to the rotation of the engine are near the resonance point of the vehicle body, and the vehicle body vibrates greatly, resulting in problems such as poor ride comfort and increased noise inside the vehicle due to the vibrations of the vehicle body.

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 The present invention is characterized in that an elastic stopper is interposed between the housing and the movable member to reduce the impact when the housing and the movable member come into contact with each other.

Hereinafter, embodiments of the present invention will be explained with reference to the drawings. Figures 1 to 15 show a vehicle body vibration reduction device as a first embodiment of the present invention, and Figure 1 schematically shows how it is installed on a vehicle. Longitudinal cross-sectional view, 2nd
Figure 3 is a block diagram showing its overall configuration, Figure 3 is a flowchart showing its control process, Figure 4 is a vertical cross-sectional view showing the vibrator with a hold mechanism, and Figures 5 to 8 are all excitations. Fig. 5 is a plan view of the elastic stopper installed in the machine, Fig. 6 is a sectional view taken along the - arrow in Fig. 5, Fig. 7 is a graph showing its characteristics, and Fig. 8 a to e. are sectional views showing modified examples thereof, and Figs. 9 to 14 all show the vibrator, Fig. 9 is a perspective view showing its shape, and Fig. 10 shows its waterproof structure. A perspective view, FIG. 11 is a vertical cross-sectional view showing the installation state,
Figure 12 is a sectional view taken along arrows XII-XII in Figure 11.
Figures 3 and 14 are schematic diagrams showing the mounting position.
Figure 15 is a graph showing its characteristics.
6 and 17 show a vehicle body vibration reduction device as a second embodiment of the present invention, FIG. 16 is a block diagram thereof, and FIG. 17 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 unit 6, and is adjusted to the optimal gain for the required vibration in the vibration exciter 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 mentioned 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 constituted 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.

Furthermore, the housing 24 is formed into a cylindrical shape with a bottom.
The housing 24 is arranged so as to accommodate the mass 23 from above, and the housing 24 is connected to the sliding shaft 2 at the center of the bottom 24a of the housing 24 located above the mass 23.
It is fixed to the upper end of 2. On the other hand, housing 2
The lower end 24b of 4 is fixed to the base 21.

Springs 25a and 25b are interposed between the bottom 24a 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, so as to 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 shaft 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 hold mechanism 11 of the vibrator 2 is attached to the outer lower part of the housing 24.

The hold mechanism 11 includes a lock pin 29, a drive mechanism 29a for the lock pin 29, and a lock pin engagement hole 23b formed in the mass 23.

The lock pin 29 has a tapered tip, and when the mass 23 moves and the axis of the lock pin 29 and the axis of the lock pin engagement hole 23b do not match, the lock pin 29 is horizontally driven to close the mass. 23 is moved up and down to automatically align the axis of the lock pin 29 and the axis of the lock pin engaging hole 23b.

The drive mechanism 29a for the lock pin 29 is composed of a solenoid valve, etc., and the solenoid is connected to the controller 8. The drive mechanism 29a is driven by a signal from the controller 8 to horizontally drive the lock pin 29, and the mass 23 is The vertical movement is stopped as appropriate.

Furthermore, as shown in FIG. 4, elastic stoppers 52a and 52b are interposed between the housing 24 of the vibrator 2 and the mass 23 as a movable member.

That is, the elastic stoppers 52a and 52b are formed in a ring shape from an elastic member such as rubber, and are baked and bonded to thin ring-shaped iron plates 53a and 53b, and are attached to the housing 24 through the iron plates 53a and 53b.
It is fixed to the top part 24c and bottom part 24a of.

And the elastic stoppers 52a, 52b are the sixth
As shown in the figure, its radial longitudinal cross section is approximately trapezoidal.

Further, the elastic stoppers 52a and 52b are arranged so that their end faces on the mass 23 side do not come into contact with both upper and lower end faces of the mass 23 during normal vibration operation of the vibration exciter 2.

From this, the mass 23 in the vibration exciter 2 is operated by the elastic stoppers 52a and 5 during normal vibration operation.
It is designed so that the required vertical movement can be performed without being locked by 2b.

When the mass 23 of the vibration exciter 2 is displaced beyond the required stroke, the mass 23 comes to be elastically stopped by the elastic stoppers 52a and 52b, and when the mass 23 and the housing 24 come into contact, The impact is now being softened.

By the way, the elastic stoppers 52a and 52b are formed so that the area of the radial cross section gradually increases from the tip contacting the mass 23 to the base, and have nonlinear characteristics as shown by the chain line in FIG. The elastic force for the same displacement increases as the displacement increases.

In addition, the elastic stoppers 52a and 52b are shown in FIG.
It may be formed to have the cross-sectional shape shown in ~e.

That is, the elastic stopper 152 shown in FIG. 8a
a is a triangular cross section, and the elastic stopper 2 shown in FIG. 8b
52a has a bell-shaped cross section, and the elastic stopper 452a shown in FIG. is formed so as to gradually increase, and has almost the same nonlinear characteristics as shown in FIG.

Further, the elastic stopper 352a shown in FIG. 8c has a circular cross section, and is formed so that the area of the radial cross section gradually increases from the tip, which is the contact part with the mass 23, to the middle part in the thickness direction. In this range, the nonlinear characteristics are almost the same as those shown in FIG.

Further, an elastic stopper 552a shown in FIG. 8e
A hollow portion 62a is formed inside the hollow portion 62a, and a projection portion 62b is formed within the hollow portion 62a from the base side member to the distal side member.

As a result, when a relatively small impact force is applied to the elastic stopper 552a, the impact force is alleviated by the relatively small elastic force of the distal end member formed with the hollow portion 62a. Therefore, if a large impact force is applied, the protrusion 6
When the distal end member of the hollow portion 62a engages with the hollow portion 62a, the elastic force of the protruding portion 62b is added to the elastic force of the distal end member, and a large elastic force is applied, sufficiently mitigating a large impact. I'm starting to be able to do it.

The vibrator 2 is formed into a hat shape as shown in FIG.

Further, the vibrator 2 is equipped with a waterproof structure as shown in FIG.

That is, as shown in FIG. 10, 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.

Furthermore, the vibration exciter 2 is attached to the vehicle body B as shown in FIGS. 11 and 12.

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.

The vibration exciter 2 is attached to the central part of the vehicle body B in the vehicle width direction, as shown in FIG. 13, and is attached to the front part of the vehicle body B in the vehicle length direction, as shown in FIG. 14.

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 section 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 vehicle body 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 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 path of the excitation force is 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. 15, vibrations of the vehicle body B are reduced.

In FIG. 15, the horizontal axis shows the engine rotation speed N,
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 force 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 up and down while resisting the urging 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 in the hold mechanism 11 is activated.
The lock pin 29 is driven toward the mass 23, and the lock pin 29 is fitted into the pin engagement hole 23b, thereby restraining the vertical movement of the mass 23 and locking the operation of the vibrator 2.

By the way, when performing phase control when the vibration exciter 2 is in operation, there are cases in which the excitation force by the vibration exciter 2 and the excitation force by the engine E are in the same phase and the vehicle body B vibrates greatly, or when the road surface It is conceivable that the mass 23 within the vibration exciter 2 may vibrate greatly when the vehicle body B vibrates greatly due to the unevenness of the vibration exciter 2 or when the hold mechanism fails when the vibration exciter 2 is stopped.

In such a case, the mass 23 contacts the housing 24 of the vibrator 2 and applies a large impact force, but this impact force is applied to the elastic stoppers 52a and 52b.
It is alleviated by

That is, the elastic stopper 52a52b
Since it has a non-linear characteristic as shown in the figure, a gradually increasing elastic force acts on the above-mentioned impact force, and the mass 23 is gradually stopped, causing the housing 24 and The impact on the mass 23 and other vibration exciter components is sufficiently alleviated.

In addition, the elastic stoppers 152a, 252a, 352 have cross-sectional shapes shown in FIGS. 8a to 8e.
In the case where the elastic stoppers 152a, 452a, 552a are formed, the impact when the mass 23 contacts the housing 24 during excessive displacement is caused by the elastic stoppers 152a, 252a, 352a, 452a, 55.
2a.

This prevents the generation of impact noise upon contact and improves the durability of the vibrator 2.

The vibrator 2 has a waterproof structure as shown in FIG. 10, and the vibrator 2 is waterproof and can operate stably for a long period of time.

Moreover, the waterproof structure prevents the intrusion 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. 11 and 12, 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. 13 and 14, and the vehicle body B is vibrated.

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. 16 and 17, and in addition to the configuration 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. 7, 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 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.
As shown in 6, the 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 is 2 (=1+1)
and φ (=φ ₁ +Δφ) is replaced with φ ₂ .

In step C9, the adjustment phase φ is φ ₂ +Δφ
In the phase control section 5, the SIN wave d' is further adjusted by Δφ and is input to the vibrator 2 via the amplifier 7 with a gain _F1 .

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 immediately before the minimum value, φ=φn ₊₁ −Δφ.

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 becomes the minimum, and the phase immediately before the minimum value is φ=φn ₊ 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 (=Fn ₊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 (=Fn ₊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. 16 and 17 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 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, the vibration of the vehicle body B is reduced in accordance with the adjustment phase φ ₁ and the gain F ₁ in the same manner as in the first embodiment.

Next, base C6 and subsequent steps are executed, and the adjustment phase φ ₁ and gain F ₁ are increased/decreased while feeding back the detected acceleration G of the acceleration sensor 13 indicating the vibration of the vehicle body B.
is determined so as to minimize 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 operating condition of the vehicle. and has a simple configuration in which an elastic stopper is interposed between the housing and the movable member in order to reduce the impact when the housing of the vibrator and the movable member come into contact,
This has the advantage of efficiently reducing vehicle body vibration.

In addition, even if the mass, which is a movable member inside the vibration exciter, is displaced excessively and the mass contacts the housing, the impact caused by the contact is alleviated by the elastic stopper, improving the durability of the vibration exciter. There are advantages that can be achieved.

[Brief explanation of the drawing]

Figures 1 to 15 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 vertical sectional view showing the vibrator with a hold mechanism, and 5th to 8th
The figures show the elastic stopper installed in the vibration exciter. Figure 5 is a plan view of the elastic stopper, Figure 6 is a sectional view taken along the - arrow in Figure 5, and Figure 7 is a graph showing its characteristics. , Fig. 8 a to e are all cross-sectional views showing modified examples thereof, Fig. 9 to 14 are all showing the vibrator, Fig. 9 is a perspective view showing its shape, and Fig. 10 The figure is a perspective view showing its waterproof structure.
Fig. 11 is a vertical sectional view showing the installation state, Fig. 12
The figure is a sectional view taken along arrows XII-XII in Figure 11, and Nos. 13 and 14.
The figure is a schematic diagram showing its mounting position, Figure 15 is a graph showing its characteristics, and Figures 16 and 17 show a vehicle body vibration reduction device as a second embodiment of the present invention. The figure is the block diagram, 1st
FIG. 7 is a flowchart showing the control process. 1... Body frame, 1a... Cross member, 1b... Hole, 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, 1
2... Vehicle speed control section, 13... Acceleration sensor, 21... Base, 22... Sliding shaft, 23...
Mass as a movable member, 23a... cylindrical space, 23b... lock pin engagement hole, 24... housing, 24a... bottom of housing, 24b...
...Lower end of housing, 24c...Top of housing, 25a, 25b...Spring, 26...Drive coil, 27...Permanent magnet, 28...Connection cord, 29...Lock pin, 29a...Lock pin drive mechanism, 52a, 52b, 152a, 252
a, 352a, 452a, 552a...Elastic stopper, 53a, 53b...Iron plate, 62a...Hollow part, 62b...Protrusion, B...Car body, E...Engine, M...Microcomputer, a...Igni Tension 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, in order to lock the vibration exciter according to the operating condition of the vehicle, the vibration exciter is equipped with a hold mechanism that holds the movable member of the vibration exciter, and the vibration exciter is equipped with a hold mechanism that holds the movable member of the vibration exciter. A vehicle body vibration reduction device, characterized in that an elastic stopper is interposed between the housing and the movable member in order to reduce the impact upon contact with the housing.