JPH027323Y2 - - 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. Means is interposed, and the vibrator is equipped with a hold mechanism for holding 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 , is characterized by comprising a friction type brake that can be frictionally engaged with the movable member of the vibrator from the side in the direction of movement thereof, and a drive mechanism for the brake.

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
The figure is a block diagram showing its overall configuration, Fig. 3 is a flowchart showing its control process, and Fig. 4 to 8 is a flowchart showing its control process.
The figure shows the vibrator with a hold mechanism.
Fig. 4 is a vertical cross-sectional view, and Fig. 5 is a - of Fig. 4.
6 is a sectional view taken along the - arrow of FIG. 5, FIG. 7 is a transverse sectional view showing a modified example corresponding to FIG. FIG. 9 is a perspective view showing the shape of the vibrator, FIG. 10 is a perspective view showing the waterproof structure of the vibrator, and FIG. 11 is a perspective view showing how the vibrator is installed. Fig. 12 is a cross-sectional view taken along arrows XII-XII in Fig. 11, Figs. 13 and 14 are schematic diagrams showing the mounting position of the vibrator, and Fig. 15 is a graph showing its characteristics. 16 and 17 show a vehicle body vibration reduction device as a second embodiment of the present invention.
FIG. 6 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 vibrator 2 is configured as shown in FIGS. 4 to 6, and has a sliding shaft 2 at the center of the base 21.
2 is erected, and a mass 23 as a movable member is fitted into the sliding shaft 22. The mass 23 is connected to the sliding shaft 2.
2, it is possible to move up and down while being restrained in posture.

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 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 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 holding mechanism 11 of the vibrator 2 is attached to the vertical center of the housing 24 .

The hold mechanism 11 includes a friction type brake 1 that can be frictionally engaged with the mass 23 as a movable member of the vibrator 2 from the side in the vertical direction as the moving direction.
1a, and a drive mechanism 11e for the brake 11a.

The friction type brake 11a includes a pair of friction members 11c, 11c that engage the side surfaces of the mass 23 to sandwich the mass 23 from both sides and restrain the vertical movement of the mass 23;
It is composed of a pair of bands 11d, 11d to which friction members 11c, 11c are attached.

That is, the pair of friction members 11c, 11c-attached bands 11d, 11d are disposed in a groove 24c formed in the vertical center inside the housing 24, and one end of the bands 11d, 11d is attached to the housing 24.
4, and by closing the other ends of the bands 11d, 11d, the friction members 11c, 11c are connected to the mass 2.
It engages with the outer surface of 3 and clamps the mass 23.

Further, the pair of friction members 11c, 11c and the bands 11d, 11d extend in an arc shape along the outer surface of the mass 23, and the friction members 11c, 11d extend in an arc shape along the outer surface of the mass 23.
When the mass 23 is engaged with the mass 23, the mass 23 can be reliably held.

The other ends of the bands 11d, 11d extend outward through a hole 24e formed in the side wall of the housing 24, and the drive mechanism 1 of the brake 11a
1e.

The drive mechanism 11e includes a spring 11f and a pair of electromagnets 11 interposed between the other ends of the bands 11d and 11d.
g, 11g, and a power source 11j that supplies direct current to the electromagnets 11g, 11g in accordance with signals from the controller 8 (see FIG. 2).

The tension of the spring 11f causes the band 11 to
d and 11d are moved backwards relative to each other, and each of them is inserted into the groove 2.
It is designed to be biased toward the bottom surface of 4c. That is, the band 11 with friction members 11c, 11c
d and 11d are accommodated in the groove 24c by the spring 11f when the hold mechanism 11 is not operated.

The pair of electromagnets 11g, 11g are arranged between the other ends of the bands 11d, 11d, and are fixed to each of the other ends.

Further, the electromagnets 11g, 11g are connected to a DC power supply 11j that is turned on and off by the controller 8 (see Fig. 2), and when the power supply 11j is turned on according to an instruction from the controller 8, the electromagnet 11g is turned on and off. , 11g are excited, and the other ends of the bands 11d, 11d are closed due to mutual attraction.

As a result, the friction members 11c, 11c come to engage with the side surface of the mass 23, thereby clamping and restraining the mass 23.

Note that the vibrator 2 may be equipped with a hold mechanism 11' shown in FIGS. 7 and 8.

That is, the hold mechanism 11' is composed of a friction type brake 11'a and a drive mechanism 11'e for the brake 11'a, substantially similar to the hold mechanism 11 shown in FIGS. 4 to 6.

The brake 11'a is a hold mechanism 11.
The brake 11a is configured similarly to the brake 11a shown in FIG.

The drive mechanism 11'e includes a spring 11'f and a cam 11'.
h.

The spring 11'f causes the band 1 to
1'd, 11'd in the direction of closing, and thereby the friction members 11'c, 11'c
comes to engage with the side of mass 23, and mass 2
3 is clamped and restrained.

The cam 11'h is connected to the controller 8 (see Figure 3).
is connected to a motor 11'i connected to
It is designed to be rotated according to an instruction signal from the controller 8.

Due to the rotation of this cam 11'h, bands 11'd,
The other end of 11'd is designed to open and close, and in the closed state, the mass 23 is clamped and restrained, and in the open state, the mass 23 is held and restrained.
The clamping restraint state of No. 3 is released.

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

The above-mentioned 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.

In addition, due to the waterproof structure shown in Figure 10 above,
It is also possible to prevent dirt from entering the vibrator 2 and to make the vibrator 2 soundproof.

The vibrator 2 configured as described above includes the eleventh,
It is attached to the vehicle body B as shown in Figure 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 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. 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 will maintain the engine 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 vibration exciter 2, the fourth
The electromagnets 11g, 11g are excited through the power supply 11j in the hold mechanism 11 shown in FIGS.
c and 11c engage to clamp and restrain the mass 23, and the operation of the vibrator 2 is locked.

In addition, when the hold mechanism 11' shown in FIGS.
1'i is activated, the cam 11'h is rotationally driven, and the base circular part engages with the end of the band, and the biasing force of the spring 11'f causes the bands 11'd, 11'd to rotate.
will close.

As a result, the friction member 11'c on the side surface of the mass 23,
11'c engages to clamp and restrain the mass 23, and the operation of the vibrator 2 is locked.

The vibrator 2 has a waterproof structure as shown in FIG. 10, so that 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
In step C4, a map corresponding to the vehicle speed V and the engine rotation speed N is selected, and in step C4, the phase φ, gain _F1 , and n=1 are determined as initial values for control in the phase control section 5 and gain control section 6. .

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 is minimized, 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 it 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 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. 16 and 17 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 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 idle driving states where there is no vehicle speed and only the engine E is rotating) ), and
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, 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 that indicates 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 operating condition of the vehicle. and the hold mechanism has a simple configuration consisting of a friction type brake that can be frictionally engaged with the movable member of the vibrator from the side in the direction of movement thereof, and a drive mechanism for the brake, This has the advantage of efficiently reducing vehicle body vibration.

In addition, the vibration exciter can be locked depending on the operating condition of the vehicle, which saves energy and has the advantage of extending the life of the vibration exciter.

[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, FIGS. 4 to 8 show the vibrator with a hold mechanism, FIG. 6 is a sectional view taken in the direction - arrow of FIG. 5, FIG. 7 is a transverse sectional view showing a modification example corresponding to FIG. FIG. 9 is a perspective view showing the shape of the vibrator, FIG. 10 is a perspective view showing the waterproof structure of the vibrator, and FIG. 11 is a view showing the installation of the vibrator. A vertical sectional view showing the state, FIG. 12 is a sectional view taken along the line XII-XII in FIG. 11,
Figures 13 and 14 are schematic diagrams showing the mounting position of the vibration exciter, Figure 15 is a graph showing its characteristics, and Figures 16 and 17 are vehicle body vibration reduction as the second embodiment of the present invention. Fig. 16 is a block diagram of the apparatus, and Fig. 17 is a flowchart showing its 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, 11' ... Hold mechanism, 11a, 11'a ... Brake, 11c,
11'c...Friction member, 11d, 11'd...Band, 11e, 11'e...Drive mechanism, 11f, 1
1'f... Spring, 11g... Electromagnet, 11'h...
Cam, 11'i...Motor, 11j, 11'j...
Power source, 12...Vehicle speed control unit, 13...Acceleration sensor, 21...Base, 22...Sliding shaft,
23...Mass as a movable member, 23a...Cylindrical space, 23b...Lock pin engagement hole, 23c
...Additional mass, 24...Housing, 24a...
Bottom of housing, 24b...lower end of housing, 24c...groove, 24d...boss portion, 24e...
...hole, 25a, 25b...spring, 26...
Drive coil, 27... Permanent magnet, 28... Connection cord, 29... Lock pin, 29a... Lock pin drive mechanism, B... Vehicle body, E... Engine, 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, 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 a movable member of the vibration exciter, and the hold mechanism comprising a friction type brake that can be frictionally engaged with the movable member from the side in the direction of movement thereof, and a drive mechanism for the brake,
Vehicle vibration reduction device.