JP3366089B2 - Vehicle vibration reduction device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vibration reducing device for reducing vibration of a power unit supported by a vehicle body through a mount by controlling an actuator.

[0002]

2. Description of the Related Art Conventionally, a solid rubber mount has been generally widely used as a mount for supporting a power unit of a vehicle on a vehicle body. As disclosed in Japanese Patent Laid-Open No. 61-191542, a mount is provided with a vibrator capable of vibrating and an electromagnetic actuator for driving the vibrator to reduce transmission of vibration of the power unit to the vehicle body. Development of a so-called active mount in which a vibrator is vibrated by an electromagnetic actuator to generate a vibrating force is underway.

[0003]

According to the above-mentioned active mount, since the exciting force is generated by the electromagnetic actuator, the vibration of the vehicle body due to the power unit can be effectively reduced.

However, the power unit is usually supported by the vehicle body at a plurality of positions, and if the active mount is adopted at all of these supporting positions, the power consumption of the whole of them becomes large and the cost is increased. Inevitable.

The present invention has been made in view of the above problems, and its object is to pay attention to the fact that there are a plurality of supporting positions by the mount of the power unit, and to make the vibration reducing performance of each mount different in a predetermined state. By so doing, it is possible to effectively use the performance of the actuator in a necessary place and to reduce the vibration of the vehicle at low cost and low energy.

[0006]

In order to achieve the above object, in the present invention, a plurality of types of mounts are changed according to the supporting position of the power unit.

That is, according to the invention of claim 1, the vehicle body and the engine are
It is premised on a vibration reduction device for a vehicle, which is provided with a power unit including an engine and includes a plurality of actuators controlled to reduce transmission of vibration of the power unit to the vehicle body.

[0008] Then, the plurality of actuators is divided into a damping actuator damping force is controlled, and the vibration actuator to generate an oscillating force, the damping actuator
Along the roll direction around the power unit roll axis.
In addition, the vibration actuator is
It is arranged along the pitching direction around the axis.

In addition, depending on the operating state of the engine,
It controls the damping actuator and the vibration actuator.
Equipped with a controller, which is
When the gin is idling, the damping
Vibrating actuator that increases the damping force of the chute
Control is stopped while the engine is in a non-idling state.
The damping force of the damping actuator is small when
It is designed to perform control of the comb and vibration actuators.
It is assumed that it is made.

[0010] is et al., In the invention of claim 2, similarly to the invention of claim 1, is provided between the vehicle body and the power unit, it is controlled so that the vibration of the power unit can be reduced from being transmitted to the vehicle body This is premised on a vehicle vibration reduction device equipped with a plurality of actuators.

Further, it is assumed that the plurality of actuators have different output limits, and the actuation with a large output limit is performed.
Roll direction around the power unit roll axis
Place along.

[0012]

With the above construction, in the invention of claim 1, the plurality of actuators are divided into the damping actuator and the vibration actuator, and the damping and vibration actuators are controlled by the controller according to the operating state of the engine.
Is your, when the engine is in the idling state,
The damping force of the damping actuator increases and the vibration
While the actuator control is stopped, the engine
Damper actuator when idle
The damping force of the
To be executed.

At that time, the idling state of the engine
In this state, the vibration amplitude of the power unit in the roll direction is large.
However, this type of power unit has a large vibration amplitude.
The damping actuators are arranged along the
The damping force of the damping actuator is controlled to increase.
Since that, compared with the case of reduction control the vibration of the large roll direction of the amplitude by vibration actuator, only a small energy consumption, can be reduced energized.

On the other hand, when the engine is not idling
Therefore, the vibration of the power unit in the pitching direction is secondary
Vibration is large and its amplitude is smaller than that of roll vibration.
It Then, along the pitching direction of this power unit.
The vibration actuator is placed in the
By executing the control of the data, the muffled sound caused by the vibration in the pitching direction can be effectively reduced by the vibration control of the vibration actuator which is advantageous in the high vibration range .

[0015] In the present invention of claim 2, the vehicle body and Ri Do different output limit of the plurality of actuators provided between the power unit, arranged a large actuator output limit for large roll direction vibration amplitude of the power unit Therefore, it is possible to effectively reduce the vibration in the roll direction having a large amplitude while reducing the energy.

[0016]

Embodiments of the present invention will be described below with reference to the drawings.

(Embodiment 1) In FIG. 11, reference numeral 1 is a vehicle body of a vehicle (an automobile in the illustrated example), and 3 is a power unit as a vibration source arranged in an engine room 2 in front of the vehicle body 1. As shown in FIGS. 1 to 3, 3 is elastically supported by the frame 1a of the vehicle body 1 via four first to fourth mounts 7 to 10.

That is, as shown in FIGS. 1 to 3, the power unit 3 includes an engine 4 laterally placed on the vehicle body 1 such that a crankshaft (not shown) extends in the vehicle width direction, and a left end of the engine 4. It consists of a transmission 5 connected to the section,
The vibration of the power unit 3 is divided into vibrations in the roll direction, the pitching direction, and the yaw direction. The vibration rotates about the pitch axis Ap extending through the center of gravity G of the power unit 3 in the substantially front-rear direction, and the yaw vibration rotates about the yaw axis Ay extending through the center of gravity G of the power unit 3 in the substantially vertical direction. .

The first mount 7 is arranged in the central rear portion of the power unit 3, and the second mount 8 is arranged in the central front portion thereof at positions substantially on the pitch axis Ap, respectively.
These mounts 7 and 8 are located below the center of gravity G of the power unit 3. A third mount 9 is arranged at the right end of the power unit 3 and a fourth mount 10 is arranged at the left end of the power unit 3 at positions substantially above the roll axis Ar, and the third mount 9 is located above the center of gravity G of the power unit 3. The fourth mount 10 is located at a high position and at a height position of the center of gravity G.

The first and second mounts 7 and 8 are orifice-switching mounts having the same structure. As shown in the enlarged view of FIG. 9, a casing 12 having a substantially bottomed cylindrical shape is opened downward. An elastic member 13 made of a substantially cylindrical rubber having an upper end fixed in a liquid-tight manner to a lower end opening edge of the casing 12, and a support member 14 fixed in a liquid-tight manner to a lower end of the elastic member 13. Power unit side insertion rod 1 which is provided as a basic configuration and is screwed and fastened to the lower end of the power unit 3 at the center of the upper end surface of the casing 12.
2a, and a vehicle body side insertion rod 14a that is screwed and fastened to the vehicle body frame 1a is provided at the center of the lower end surface of the support member 14, respectively.

A main liquid chamber 15 is defined by the casing 12, the elastic member 13 and the support member 14.
A sub liquid chamber 16 is formed in the support member 14 so as to communicate with the main liquid chamber 15 via a variable orifice 19.
The sub-liquid chamber 16 is the diaphragm 1 that constitutes the bottom wall of the sub-liquid chamber 16.
It is partitioned from the air chamber 18 below the sub liquid chamber 16 by means of 7, and an incompressible fluid such as oil is sealed in the main liquid chamber 15 and the sub liquid chamber 16. The variable orifice 19
10, as shown in FIG. 10, the first communication passage 20 as a fixed orifice for constantly communicating the main liquid chamber 15 and the sub liquid chamber 16 with each other.
And a second communication passage 21 that is provided in parallel with the first communication passage 20 and has a passage cross-sectional area larger than that of the first communication passage 20. The second communication passage 21 is driven by a damping actuator 23 that is an electric actuator to open and close to open the valve. And a valve body 22 for communicating the liquid chambers 15 and 16 with each other through the second communication passage 21.
By switching the opening / closing of the valve body 22 by the damping actuator 23, the degree of communication between the main liquid chamber 15 and the sub liquid chamber 16 is continuously changed, and the damping force of the mounts 7 and 8 is switched to a large or small value. In the normally closed state, the main liquid chamber 15 and the sub liquid chamber 16 are communicated with each other only through the first communication passage 20 to set the minimum throttling state to reduce the damping force of the mounts 7 and 8.
In the operating state in which the valve body 22 is fully opened, both liquid chambers 15 and 16
Is communicated with both the first and second communication passages 20 and 21 to bring the maximum throttle state to increase the damping force of the mounts 7 and 8.

On the other hand, the third and fourth mounts 9 and 10 are vibration control type mounts having the same structure, and as shown in an enlarged detail in FIG. 8, a substantially bottomed cylindrical casing opened downward. 25, a support rubber 26 having a substantially hollow pyramid shape fixed to the inner peripheral edge of the lower end of the casing 25, and a support member 27 fixed to the peripheral surface of the central hole of the support rubber 26. A power unit side insertion rod 25a, which is screwed and fastened to the lower end of the power unit 3 by a nut 25b, is attached to the center of the upper end surface of the casing 25, and a vehicle body frame is attached to the lower end surface of the support member 27 as described above. Vehicle body side insertion rods 27a, which are screwed and fastened to the nuts 1a by nuts 27b, are provided in a protruding manner.

The lower end opening of the casing 25 is liquid-tightly closed by a diaphragm 28 penetrating the support member 27, and a liquid chamber 29 is formed by the casing 25 and the diaphragm 28. An incompressible fluid is enclosed in. The liquid chamber 29 is vertically divided into a main liquid chamber 30 on the upper side and a sub liquid chamber 31 on the lower side by the support rubber 26, and the support rubber 26 is provided between the main liquid chamber 30 and the sub liquid chamber 31. The small-diameter orifices 32 formed on the sides of the main fluid chamber 30 communicate with each other so that the fluids of the main liquid chamber 30 and the sub-liquid chamber 31 can mutually flow through the orifices 32. Furthermore, in the upper part of the casing 25,
The vibrating plate 33 forming the upper wall surface of the main liquid chamber 30 is a rubber 34.
An electromagnetic actuator 3 serving as a vibration actuator that is attached so as to be vertically movable via a vibration plate 33 and that moves above and below the vibration plate 33 to generate electromagnetic force to move the vibration plate 33 up and down.
5 are provided. This electromagnetic actuator 35 is
A yoke 36 hung vertically on the inner bottom surface of the casing 25,
The electromagnetic coil 37 mounted on the outer peripheral portion of the lower surface of the yoke 36.
And is arranged in the electromagnetic coil 37 so as to be vertically movable,
A cylindrical permanent magnet 38 joined to the vibrating plate 33.
And a vibration signal is output to the electromagnetic coil 37 to vibrate the vibration plate 33 up and down to cause the main liquid chamber 30 to move.
Of the main liquid chamber 30 and the sub-liquid chamber 31 are repeatedly circulated through the orifice 32 to vibrate the support rubber 26 up and down, and thus the power unit 3 and the frame 1a of the vehicle body 1 between the power unit 3 and the frame 1a. It is designed to generate a vertical excitation force.

As shown in FIG. 11, the electromagnetic actuators 35 (vibration actuators) of the first and second mounts 7 and 8 and the damping actuators 23 of the third and fourth mounts 9 and 10 are controlled by a controller 40. It is supposed to be done. This controller 40 has an engine 4 which is output to a distributor (not shown).
Ignition signal, the vehicle speed signal from the vehicle speed sensor 41 indicating the traveling speed of the vehicle, the shift position signal from the shift position sensor 42 indicating the shift position of the transmission 5, and the longitudinal acceleration sensor 43 for detecting the longitudinal acceleration of the vehicle. Longitudinal acceleration signal from
A vibration signal from a vibration sensor 44, which is arranged near the left front wheel of the vehicle and is an acceleration sensor that detects the vibration of the vehicle based on the vertical acceleration of the vehicle body 1, is input.

A block configuration of the controller 40 is shown in FIG. The controller 40 controls the damping actuators 2 of the first and second mounts 7 and 8 according to the engine speed signal calculated based on the ignition signal of the engine 4.
The first control block 46 for controlling the third electromagnetic field and the electromagnetic waves of the third and fourth mounts 9 and 10 based on the engine speed signal (ignition signal) and the vibration signal (vertical acceleration signal) detected by the vibration sensor 44. Based on the second control block 47 that controls the actuator 35, the engine speed signal, the vehicle speed signal from the vehicle speed sensor 41, the gear position signal from the gear shift position sensor 42, and the longitudinal acceleration signal from the longitudinal acceleration sensor 43. A control block selection circuit 48 for switching the operation of the control blocks 46 and 47 is provided.

The configuration of the second control block 47 is shown in more detail in FIG. 6, in which 50 is an engine rotation cycle measuring circuit for measuring the cycle of engine rotation based on the ignition signal of the engine 4, and 51 is the circuit. It is a reference signal generator that generates a reference signal related to the vibration of the engine 4 based on the cycle of the engine rotation measured by the cycle measuring circuit 50. 52 is an amplifier for amplifying the vibration signal from the vibration sensor 44, 53 is a low-pass filter for filtering the low frequency component of the vibration signal amplified by the amplifier 52,
54 is an A / D converter for converting the vibration signal filtered by the low-pass filter 53 from an analog value to a digital value,
The vibration signal output from the A / D converter 54 is an actuator drive signal (excitation signal) as an excitation signal for controlling the excitation of each electromagnetic actuator 35 of the third and fourth mounts 9 and 10 based on the oscillation signal. It is input to the drive signal generator 56 that generates an electric signal).

Further, 57 is a D / A converter for converting the drive signal generated by the drive signal generator 56 from a digital value to an analog value, and 58 is a low drive signal from the D / A converter 57. Low-pass filter for filtering frequency components, 5
An amplifier 9 amplifies the drive signal filtered by the low-pass filter 58, and the drive signal amplified by the amplifier 59 is output to the electromagnetic actuators 35 of the third and fourth mounts 9 and 10.

The drive signal generator 56 uses, for example, the least squares method (Leas) as an algorithm for generating the drive signal.
An adaptive algorithm of t Mean Square Method = LMS) is used. FIG. 7 shows the internal configuration of the drive signal generator 56 that uses this least squares adaptive algorithm. In the figure, reference numeral 60 is an adaptive filter that is a digital filter that adjusts the phase and gain of the reference signal generated by the reference signal generator 51 to generate a predetermined actuator drive signal, and 61 is a digital filter. The mounts 9 and 10 are vibrated by the output of the drive signal from the drive signal generator 56 to change the vehicle vibration. The change in the vehicle vibration is detected by the vibration sensor 44, and the vibration signal is input to the drive signal generator 56. It is a model of the transfer characteristic H up to. 62 is a vibration sensor 44
A convergence coefficient multiplication circuit that multiplies the vibration signal from the signal by a convergence coefficient (0 <convergence coefficient <1), 63 is the convergence coefficient multiplication circuit 6
It is a multiplier for outputting a signal for successively updating the filter coefficient of the adaptive filter 60 by multiplying the vibration signal multiplied by the convergence coefficient in 2 by the reference signal passed through the digital filter 61.

Then, the second control block 47 updates the filter coefficient of the adaptive filter 60 based on the vibration signal from the vibration sensor 44 and the convergence coefficient to appropriately adjust the drive signal, and each mount 9 is adjusted by the drive signal. , 10 to drive and control the electromagnetic actuators 35 so that the phase and amplitude of the vibration applied to the vehicle have the same amplitude as the vibration of the power unit 3 in the opposite phase to reduce the vibration of the vehicle.

A specific example of the signal processing operation performed for switching between the control blocks 46 and 47 in the control block selection circuit 48 will be described with reference to the flowchart of FIG. 4. First, in the first step S1, the engine rotation is performed. Various signals such as a number signal and a vehicle speed signal are read, and in the next step S2, it is determined whether or not the engine 4 is in an idling state. If this determination is YES in the idling state, the idle mode is executed. In this idle mode, first, in step S3, the first control block 46
To actuate each damping actuator 23 in the first and second mounts 7 and 8 of the power unit 3 in the roll direction.
Control is performed to open the valve body 22 of the variable orifice 19 in the mounts 7 and 8 to increase the damping force of the mounts 7 and 8. Next, in step S4, the second control block 47 is deactivated to stop the control of each electromagnetic actuator 35 in the third and fourth mounts 9 and 10 of the power unit 3 in the pitching direction.

On the other hand, when the determination in step S2 is NO in the non-idling state, the running mode is executed. First, in step S5, the second control block 47
To activate the third unit in the pitching direction of the power unit 3.
And control of each electromagnetic actuator 35 in the 4th mount 9 and 10 is performed. Next, in step S6, the first control block 46 is deactivated and the power unit 3
The control of each damping actuator 23 in the first and second mounts 7 and 8 in the roll direction is stopped, and the valve body 22 of the variable orifice 19 in the mounts 7 and 8 is closed to reduce the damping force of the mounts 7 and 8. .

Next, the operation of the above embodiment will be described.

The operation of the first and second control blocks 46, 47 in the controller 40 is selectively switched according to the operating state of the engine 4, and the first control block 46 operates in the idle mode in which the engine 4 is in the idling state. The second control block 47 is deactivated. By the operation of the first control block 46, each damping actuator 23 in the first and second mounts 7 and 8 of the power unit 3 in the roll direction is controlled, and the valve body 22 of the variable orifice 19 is opened and mounted. 7,8
Is increased, and the roll vibration of the power unit 3 is reduced.

That is, in the vibration of the power unit 3 when the engine 4 is idling, the vibration frequency in the roll direction is low, which is less than approximately 30 Hz, but the amplitude is large. Therefore, if vibration-controlling mounts such as the third and fourth mounts 9 and 10 are used as the first and second mounts 7 and 8 in the roll direction, large energy is not required for vibration reduction. However, by disposing the orifice switching type mounts on the mounts 7 and 8 in the roll direction as in this embodiment, even if the roll vibration has a large amplitude, the damping actuators 2 of the mounts 7 and 8 are arranged.
The driving force for vibration reduction in 3 is small and the power consumption is small, and energy saving can be achieved.

On the other hand, in the running mode in which the engine 4 is in the non-idling state, contrary to the above, the first control block 46 is deactivated and only the second control block 47 is activated. By the operation of this second control block 47,
The electromagnetic actuators 35 in the third and fourth mounts 9 and 10 in the pitching direction of the power unit 3 are controlled, and the pitching vibration of the power unit 3 is reduced.

Specifically, the ignition signal of the engine 4 is the second
The rotation cycle of the engine 4 is measured by the engine rotation cycle measurement circuit 50 which is input to the control block 47, and the reference signal generator 51 generates a reference signal corresponding to the engine rotation cycle based on the rotation cycle signal. This reference signal is input to the drive signal generator 56. In the drive signal generator 56, the phase and gain of the reference signal are adjusted by the adaptive filter 60 to generate a drive signal, and the drive signal is converted into an analog signal by the D / A converter 57, and then the third and fourth signals are generated. Mount 9,
10 is output to each electromagnetic actuator 35, and the operation of the electromagnetic actuator 35 causes vibration.

At the same time, the vertical vibration of the vehicle body 1 is detected by the vibration sensor 44, and the vibration signal from the vibration sensor 44 is converted into a digital signal by the A / D converter 54 to generate the drive signal. Input to the container 56. In the drive signal generator 56, the input vibration signal is multiplied by the convergence coefficient in the convergence coefficient multiplication circuit 62, and is then multiplied in the multiplier 63 by the reference signal that has passed through the digital filter 61. And this multiplier 6
3, the filter coefficient of the adaptive filter 60 is sequentially updated by the LMS algorithm so that the sum of squares of the vibration signals detected by the vibration sensor 44 is minimized, and the filter coefficient of the adaptive filter 60 is updated. The phase and gain of the reference signal are sequentially adjusted and optimized so that the vibration signal is reduced by. As a result, the vibrations generated by the third and fourth mounts 9 and 10 cancel each other out with the vibration from the power unit 3 at the position of the vibration sensor 44, and the vibration of the vehicle body 1 detected by the vibration sensor 44 can be reduced. The vibration of the vehicle body 1 due to the vibration of the power unit 3 in the pitching direction can be effectively prevented.

As illustrated in FIG. 12, the vibration of the power unit 3 in the pitching direction has a large secondary vibration component at about 30 Hz or more, and the amplitude of the secondary vibration is smaller than that of the roll vibration, and the engine speed is low. The characteristics that increase as the value becomes higher (FIG. 12 shows the power unit 3 shown in FIG.
The vertical amplitudes at positions I to V are shown), and the electromagnetic actuator 35 is provided on the third and fourth mounts 9 and 10 arranged in the pitching direction of the power unit 3. Therefore, the muffled sound caused by the vibration in the pitching direction can be effectively reduced by the vibration control of the vibration control type mount which is advantageous in the high vibration range.

Further, as in the present embodiment, the first and second mounts 7 and 8 in the roll direction of the power unit 3 are the orifice switching type mounts, so that transitions other than idling of the engine 4, such as acceleration and deceleration, are performed. Even with respect to roll vibration, the damping force can be greatly changed to reduce shock, and an effective effect can be obtained.

Therefore, in this embodiment, the first to the fourth
The four mounts 7 to 10 are divided into two types, an orifice switching type and a vibration control type mount.
For the first and second mounts 7 and 8 in the roll direction, the orifice switching type mount suitable for reducing the large-amplitude low vibration is used, and the third and fourth mounts 9 and 9 in the pitching direction of the power unit 3 are also provided. For No. 10, since the vibration control mounts suitable for reducing the small and fast pitching vibrations are arranged, the performances of the orifice switching type and vibration control mounts can be effectively used.

In other words, of the four mounts 7 to 10 for supporting the power unit 3 on the vehicle body 1, only some of the third and fourth mounts 9 and 10 generate electromagnetic force 35. Is a built-in vibration control mount, that is, the electromagnetic actuator 35 is provided only on the third and fourth mounts 9 and 10 at the supporting positions that are originally preferable for obtaining the exciting force in the necessary area by using the electromagnetic actuator 35. Is provided in a limited manner, it is possible to perform the necessary and sufficient vibration reduction control while reducing the number of vibration control mounts having the electromagnetic actuator 35 to realize cost reduction and energy reduction. .

Example 2 FIGS. 13 and 14 show Example 2 (note that FIGS. 5 and 8).
The same reference numerals are given to the same portions as those of the first embodiment, and detailed description thereof will be omitted). In the first embodiment, the four mounts 7 to 10 supporting the power unit 3 are of two types: an orifice switching type mount and an oscillation control type mount. In contrast, the four mounts 7 to 10 are all vibration control mounts, and instead, two types having different output limits are used.

In this embodiment, the first and second mounts 7 and 8 in the roll direction of the power unit 3 are used for the third and fourth mounts 9 and 10 in the embodiment 1, as shown in the enlarged detail in FIG. The electromagnetic excitation control mount is provided with the electromagnetic actuator 35 as the excitation actuator (see FIG. 8).

On the other hand, the third and fourth mounts 9 and 10 in the pitching direction of the power unit 3 are piezoelectric element control type mounts provided with the piezoelectric element actuator 65 (vibrating actuator). The output and vibration amplitude of the piezoelectric element actuator 65 are smaller than those of the electromagnetic actuator 35. For example, the vibration amplitude of the electromagnetic actuator 35 is about ± 0.5 mm, while the amplitude of the piezoelectric element actuator 65 is ± 0. It is about 01 mm.

This piezoelectric element control type mount is basically the same as the above electromagnetic vibration control type mount (see FIG. 8), and the electromagnetic actuator 35 is replaced with a piezoelectric element actuator 65. Piezoelectric element actuator 6
Reference numeral 5 denotes a piezoelectric element laminate 66 in which a plurality of piezoelectric elements are vertically laminated and integrated, and the piezoelectric element laminate 6 is formed.
The upper surface of 6 is bonded to the upper inner bottom surface of the casing 25, and the lower surface thereof is bonded to the vibration plate 33. By outputting a vibration signal to the piezoelectric element laminate 66, the vibration plate 33 is joined.
Is vibrated up and down, and the fluid is circulated between the main liquid chamber 30 and the sub liquid chamber 31 through the orifice 32 repeatedly to vibrate the support rubber 26 up and down, thereby vertically moving between the power unit 3 and the body frame 1a. Generates directional excitation force.

As shown in FIG. 13, the vibration signal from the vibration sensor 44 is input to both the first and second control blocks 46 and 47 of the controller 40, and both of the control blocks 46 and 47 are supplied. The actuator drive signal is generated by the LMS algorithm calculation so as to reduce the vibration signal from the vibration sensor 44, and is output to the actuators 35 and 65 of the mounts 7 to 10 (see FIGS. 6 and 7). ).

Therefore, in the case of this embodiment, the output limits of the electromagnetic and piezoelectric element actuators 35 and 65 in the four mounts 7 to 10 that support the power unit 3 are different from each other, and the power vibration of the power unit 3 in the roll vibration direction having a large amplitude is different. The first and second mounts 7 and 8 each have an electromagnetic actuator 35 suitable for reducing the roll vibration and having a large output limit, and the power unit 3 as well.
In the third and fourth mounts 9 and 10 for the small and fast pitching vibration direction, the piezoelectric element actuators 65 suitable for reducing them and having a small output limit are arranged, respectively. Similarly, electromagnetic and piezoelectric element actuators 3 having different output limits are provided.
It is possible to effectively use the performances of Nos. 5 and 65 and effectively reduce the vibration of the power unit 3 having a large amplitude in the roll direction while achieving low energy.

Although each of the above embodiments is the case of the power unit 3 having the horizontally installed engine 4, the present invention can be applied to a vertically installed engine type power unit. Further, the number of mounts for supporting the power unit 3 on the vehicle body 1 is not limited to four as in the above embodiment, and the present invention can be applied as long as it is three or less or five or more.

[0049]

As described above, according to the invention of claim 1, between the vehicle body and the power unit, a plurality of actuators controlled to reduce the transmission of the vibration of the power unit to the vehicle body are arranged. In this case, multiple actuators are divided into a damping actuator and a vibration actuator, and the damping actuator is
And the vibration actuator in the pitching direction.
Place them respectively, and use these damping actuators and
Operation of engine in power unit
A controller that controls according to the state is provided and this controller
Roller reduces damping when engine is idling
Increase the damping force of the actuator and increase the vibration
Control of the engine is stopped while the engine is not idling.
The damping force of the damping actuator must be reduced in the
Control of the vibration actuator is executed
Allows the power unit to be used when the engine is idling.
Damping the vibration of the knit with large amplitude in the roll direction
One that can reduce energy consumption by reducing the energy
Power unit in the non-idling state of the engine
Vibration in the pitching direction, which is the secondary vibration of the
The power unit can be reduced by using the vibration force of the actuator, cost reduction and energy saving.
The vibrations in the roll and pitching directions of the
As a result, a good vibration reduction effect of the vehicle can be obtained .

[0050] According to the invention of 請 Motomeko 2, between the vehicle body and the power unit, arranged a plurality of different actuators controlled and output limit so that the vibration of the power unit can be reduced from being transmitted to the vehicle body , by disposing the large actuator output limit in the roll direction of the power unit, while achieving low energy reduction, it can effectively reduce the vibration of the large roll direction amplitude.

[Brief description of drawings]

FIG. 1 is a plan view showing the position of each mount that supports a power unit on a vehicle body in Embodiment 1 of the present invention.

FIG. 2 is a front view showing the position of each mount.

FIG. 3 is a side view showing the position of each mount.

FIG. 4 is a flowchart showing a signal processing operation performed by a control block selection circuit.

FIG. 5 is a block diagram showing a configuration of a controller.

FIG. 6 is a block diagram showing a configuration of a second control block.

FIG. 7 is a block diagram showing a configuration of a drive signal generator.

FIG. 8 is an enlarged sectional view of a mount including an electromagnetic actuator.

FIG. 9 is an enlarged cross-sectional view of a mount including a damping actuator.

FIG. 10 is an enlarged sectional view of a variable orifice.

FIG. 11 is a diagram showing an overall configuration of a first embodiment.

FIG. 12 is a characteristic diagram showing vertical vibration characteristics of the power unit.

FIG. 13 is a view corresponding to FIG. 5 showing the second embodiment.

FIG. 14 is an enlarged cross-sectional view of a mount including a piezoelectric element actuator.

[Explanation of symbols]

1 car body 3 power units 4 engine 5 transmission 7-10 mounts 19 Variable orifice 23 Damping actuator 35 Electromagnetic actuator (excitation actuator) 40 controller 44 Vibration sensor 46,47 control block 48 Control block selection circuit 65 Piezoelectric actuator

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B60K 5/04 B60K 5/12 F16F 13/00

Claims (2)

(57) [Claims] 1. A vehicle vibration reduction device, comprising: a plurality of actuators provided between a vehicle body and a power unit including an engine and controlled to reduce transmission of vibration of the power unit to the vehicle body. a plurality of actuators, a damping actuator damping force is controlled, it is divided into a vibration actuator for generating vibrating force, the damping actuator power unit of the roll shaft times
While it is arranged along the roll direction,
The chute is the pitch around the power unit pitch axis.
Are arranged along a grayed direction, the damping actuator in accordance with the operating condition of the engine
Equipped with a controller that controls the actuator and the vibration actuator.
Well, the controller is in the idling state of the engine.
The damping force of the damping actuator is large when
Comb and stop the control of the vibration actuator
However, when the engine is not idling,
Decrease the damping force of the actuator
A vibration reduction device for a vehicle, which is configured to perform control of the data . 2. A vibration reducing device for a vehicle, comprising: a plurality of actuators provided between a vehicle body and a power unit and controlled to reduce transmission of vibration of the power unit to the vehicle body. Have different output limits, the actuator with the above output limit is a power unit.
The vehicle vibration reduction device is arranged along the roll direction around the roll axis of .