JP6922455B2 - Pendulum damper system - Google Patents

Description

The present invention relates to a pendulum damper system capable of dampening the torsional vibration of an input shaft.

Conventionally, as in Patent Document 1, a pendulum damper that outputs a damping torque having a phase opposite to the torsional vibration torque of an input shaft to attenuate the torsional vibration has been known.

Japanese Unexamined Patent Publication No. 2011-208774

By the way, the conventional pendulum damper utilizes the resonance due to the vibration torque of the input shaft, and the vibration amplitude and the phase are passively determined. Therefore, the period and amplitude of the vibration torque to be the vibration damping target (target) are set and acquired in advance, and the weight of the mass (mass body) of the pendulum damper and the spring coefficient of the elastic body are determined accordingly. According to this structure, it is possible to attenuate the torsional vibration advantageously with respect to the vibration torque of the target, but a sufficient damping effect can be obtained for the vibration torque having a period or amplitude deviating from the target. It may not be possible. Therefore, an object of the present invention is to provide a pendulum damper system capable of actively setting a damping torque that cancels a vibration torque having an arbitrary period and amplitude.

The present invention relates to a pendulum damper system. The pendulum damper system includes a vibrator, an engaging member, and a control unit. The vibrator has an elastic body whose one end is connected to a shaft to which the rotational driving force is transmitted from the rotational driving source and a mass body which is connected to the other end of the elastic body, and is parallel to the transmission path of the rotational driving force. It is provided in. The engaging member is capable of engaging with the mass body. The control unit intermittently engages the mass body and the engaging member to control the vibration of the vibrator.

Further, in the above invention, the engaging member may be a brake member. Further, the control unit may engage the mass body with the brake member when the absolute velocity of the mass body is near zero.

Further, in the above invention, the engaging member may be a clutch member. Further, the control unit may engage the mass body and the clutch member when the relative speed between the mass body and the clutch member is close to zero.

Further, in the above invention, the control unit may accumulate the elastic energy of the elastic body by engaging the mass body with the engaging member when the mass body is accelerated.

Further, in the above invention, the control unit may release the elastic energy of the elastic body by engaging the mass body with the engaging member when the mass body is decelerated.

Further, in the above invention, the control unit may adjust the vibration amplitude of the mass body based on the engagement time during acceleration and the engagement time during deceleration of the mass body.

Further, in the above invention, the control unit may extend the vibration cycle of the vibrator by engaging the mass body and the engaging member.

Further, in the above invention, the control unit adjusts the vibration phase of the vibrator to be opposite to the vibration phase of the rotation drive source based on the engagement time during acceleration and the engagement time during deceleration of the mass body. You may.

According to the present invention, by intermittently engaging the mass body and the engaging member to control the vibration of the vibrator, the vibration damping torque that cancels the vibration torque having an arbitrary period and amplitude is actively generated. It can be set.

It is a figure explaining the outline of the pendulum damper system which concerns on this embodiment. It is a perspective view which illustrates the pendulum damper which concerns on this embodiment. It is a figure explaining another example of the outline of the pendulum damper system which concerns on this embodiment. It is a figure explaining the behavior of the vibrator when there is no brake engagement. It is a figure explaining the behavior of the vibrator in the phase (I) of FIG. It is a figure explaining the behavior of the vibrator in the phase (II) of FIG. It is a figure explaining the behavior of the vibrator in the phase (III) of FIG. It is a figure explaining the behavior of the vibrator in the phase (IV) of FIG. It is a figure explaining the state at the time of brake engagement in a deceleration period. It is a figure explaining the state at the time of brake engagement in an acceleration period. It is a figure which illustrates the amplitude control by brake engagement. It is a figure which illustrates the phase control by brake engagement. It is a control block diagram which illustrates the vibration control system which concerns on this embodiment. It is a figure which illustrates the amplitude control block of the PID controller in the vibration control system. It is a figure which illustrates the periodic control block of the PID controller in the vibration control system. It is a figure which illustrates the phase control block of the PID controller in the vibration control system. It is a figure which illustrates the control block which connected the amplitude control block, the periodic control block, and the phase control block of a PID controller. It is a figure which illustrates the torque vibration when the pendulum damper system which concerns on this embodiment is applied as a damper for an automobile. It is a figure explaining another example of the outline of the pendulum damper system which concerns on this embodiment.

<Overall configuration>
FIG. 1 illustrates the pendulum damper system according to the first embodiment. Further, FIG. 2 illustrates a perspective view of the pendulum damper mechanism. In addition, in FIGS. 1 to 3 and 5 to 10, the X-axis, Y-axis, and Z-axis that are orthogonal to each other are shown. The Z-axis indicates the vertical direction, and the vertically upward direction is the positive direction. Further, the Y-axis is the axial direction of the shaft 24, and the X-axis is the normal to the ZZ plane.

The pendulum damper system includes a vibrator 10, a brake member 12, a control unit 14, an angle sensor 16, an input torque sensor 18, and a vibrator torque sensor 19. For example, a pendulum damper system is mounted on a vehicle. That is, the vibrator 10 is provided in parallel with the transmission path of the rotational driving force from the rotational driving source 20 of the internal combustion engine or the like to the transmission 22.

The vibrator 10 is connected to a shaft 24 to which a rotational driving force is transmitted from the rotational driving source 20. The vibrator 10 includes an elastic body 26 and a mass body 28. The elastic body 26 is composed of, for example, a leaf spring. One end of the elastic body 26 is connected to the shaft 24, and the other end is connected to the mass body 28. For example, the leaf spring which is the elastic body 26 is provided so that its longitudinal direction (width direction) is along the Y axis (central axis of the shaft 24). Further, a plurality of elastic bodies 26 may be provided on the shaft 24. In the example of FIG. 2, a set of elastic bodies 26, 26 are provided so as to face each other with the shaft 24 interposed therebetween.

The mass body 28 is a member that serves as a mass for the pendulum damper. For example, the mass body 28 is composed of a brake disc. The outer peripheral end of the elastic body 26 is connected to the inner peripheral surface of the brake disc. The mass body 28 may be provided in an annular shape around the central axis of the shaft 24.

The brake member 12 is an engaging member that can engage with the brake disc, which is the mass body 28. For example, the brake member 12 is provided with a disc brake mechanism and is fixed to a fixed portion such as a case (not shown). Although not shown, this disc brake mechanism is a brake caliper including a brake pad capable of contacting a brake disc (mass body 28), a piston capable of pressing the brake pad against the brake disc, and a hydraulic mechanism for pressing the piston. To be equipped. Instead of the disc brake mechanism, an engaging device such as a dog clutch that does not allow differential rotation can also be used.

The control unit 14 controls engagement (On) and disengagement (Off) of the brake member 12. As will be described later, the amplitude, phase, and period of the vibration torque of the vibrator 10 can be arbitrarily adjusted by intermittently engaging the mass body 28 and the brake member 12 to adjust the engagement time and engagement timing. Can be changed to.

The control unit 14 may be composed of a computer, and a CPU, a storage unit, and a device / sensor interface are connected to each other via an internal bus. These hardware resources are appropriately allocated, and each functional block for executing the feedback loop system illustrated in FIGS. 13 to 17 is (virtually) constructed. This will be described later.

Further, the control unit 14 receives signals from various sensors via a device / sensor interface (not shown). Specifically, the angular position of the mass body 28 is acquired from the angle sensor 16. The angle sensor 16 may be composed of, for example, an optical encoder, and the brake disc, which is a mass body 28, may be formed with a slit (groove) that can be picked up by the optical encoder.

Further, the control unit 14 acquires the torque of the rotational drive source 20 from the input torque sensor 18 via the device / sensor interface. For example, the input torque sensor 18 measures the amount of twist of the shaft 24 according to the torque input from the rotary drive source 20, converts it into torque, and sends it to the control unit 14.

Further, the control unit 14 acquires the torque of the vibrator 10 (mass body 28) from the vibrator torque sensor 19 via the device / sensor interface. For example, the vibrator torque sensor 19 measures the amount of twist of the brake disc, which is the mass body 28, converts it into torque, and sends it to the control unit 14.

In the embodiment shown in FIG. 1, the structure is such that the pendulum damper system directly receives the rotational driving force from the rotational driving source 20, but the present invention is not limited to this. For example, as illustrated in FIG. 3, a torsion damper 30 may be provided between the rotary drive source 20 and the pendulum damper system, that is, in series with the drive transmission path. In this structure, the vibration torque once damped through the torsion damper 30 is further damped by the pendulum damper system according to the present embodiment.

<Principle of operation (when not engaged)>
The operation of the pendulum damper system according to the present embodiment will be described with reference to FIGS. 4 to 8 in particular, the operation of the brake member 12 when the brake member 12 is not engaged. For convenience of explanation, it is assumed that the angular velocity (axial velocity) of the shaft 24 takes a constant value (constant rotation) in the following.

When the mass body 28 is not engaged (in the open state) by the brake member 12, the vibrator 10 is moved with the rotation of the shaft 24. At this time, as shown in the graph of FIG. 4, the velocity of the vibrator 10 (mass body 28) changes in a sinusoidal shape around the angular velocity of the shaft 24 due to the elastic body 26 connecting the shaft 24 and the mass body 28. Further, the torque of the elastic body 26 is proportional to the displacement of the elastic body 26, and the phase is delayed by 90 ° from the vibration velocity. The vibration period at this time is uniquely determined from the spring constant of the elastic body 26 and the rotational inertia of the mass body 28.

At this time, the angular velocity dθ _v / dt (absolute velocity) of _{the vibrator 10 (mass body 28) repeats acceleration / deceleration centering on the angular velocity dθ 0} / dt (here, a constant value) of the shaft 24. At this time, assuming that the relative velocity of the vibrator 10 (mass body 28) with respect to the shaft 24 is dθ _v ′ / dt, the following mathematical formula (1) is derived.

Here, regarding the behavior of the vibrator 10, the condition expressed by the following mathematical formula (2) is satisfied because the absolute speed of the vibrator 10 (mass body 28) is equal to that of the brake member 12, that is, the absolute speed is zero. It is assumed that it has been done. In the mathematical formula (2), max (dθ _v '/ dt) indicates the maximum relative velocity of the vibrator 10 (mass body 28) in one cycle.

In FIG. 4, in phase (I), that is, when the oscillator 10 is decelerated, the absolute velocity dθ _v / dt of the oscillator 10 (mass body 28) becomes constant with the absolute velocity dθ ₀ / dt of the shaft 24, in other words. FIG. 5 illustrates a state when the _{relative velocity dθ v} '/ dt of the vibrator 10 (mass body 28) becomes zero. _{At this time, the phase difference θ sp} between the shaft 24 and the mass body 28 takes the maximum value. The phase difference θ _{sp at} this time is assumed to be less than the _{maximum displacement angle θ lim} obtained from the mechanical strength of the elastic body 26.

In the phase (I), the elastic body 26 is twisted in the advance angle direction with respect to the shaft 24, and then repels to rotate the mass body 28 in the direction opposite to the rotation direction of the shaft 24. At this time, the state (phase (II)) when the vibrator 10 (mass body 28) takes a negative maximum velocity is illustrated in FIG.

In FIG. 6 (Phase (II)), the elastic energy of the elastic body 26 is released and becomes substantially natural length. At this time, the relative velocity of the vibrator 10 (mass body 28) is −max (dθ _v ′ / dt).

After the phase (II), the elastic body 26 is twisted in the direction opposite to the rotation direction of the shaft 24. With the twist, the rotation of the vibrator 10 (mass body 28) in the direction opposite to the rotation direction of the shaft 24 is decelerated. In other words, the period from the phase (II) to the phase (IV) is the acceleration period of the vibrator 10 (mass body 28) with respect to the rotation in the same direction as the rotation direction of the shaft 24.

After the phase (II), when the twist of the elastic body 26 becomes maximum (in the negative direction) and the relative velocity dθ _v '/ dt of the vibrator 10 (mass body 28) becomes zero (the state of the phase (III) is shown in FIG. 7). _{At this time, the phase difference θ sp} between the shaft 24 and the mass body 28 takes the maximum value in the same manner as in the phase (I).

After the phase (III), the vibrator 10 (mass body 28) rotationally moves in the same rotational direction as the shaft 24 as the elastic energy of the elastic body 26 is released. The state of the phase (IV) in which the rotation speed is maximized is illustrated in FIG. In the phase (IV)), the elastic energy of the elastic body 26 is released and becomes substantially natural length. At this time, the relative velocity of the vibrator 10 (mass body 28) is + max (dθ _v '/ dt).

After the phase (IV), the process returns to the phase (I), and the deceleration period of the vibrator 10 (mass body 28) is reached until the phase (II). That is, the acceleration period of the vibrator 10 (mass body 28) is from the phase (II) to the phase (IV) via the phase (III), and from the phase (IV) to the phase (II) via the phase (I). ) Is the deceleration period.

As shown in FIG. 4, the point (a) at which the absolute velocity of the vibrator 10 (mass body 28) becomes zero during the deceleration period (phase (IV) → phase (I) → phase (II)) is appear. Similarly, in the acceleration period (phase (II) → phase (III) → phase (IV)), the point (b) at which the absolute velocity of the vibrator 10 (mass body 28) becomes zero appears. As will be described later, at these points (a) and (b), the brake member 12 is driven to engage with the brake disc which is the mass body 28.

<Principle of operation (when engaged)>
9 and 10 illustrate the state of engagement in the pendulum damper system according to the present embodiment. FIG. 9 illustrates the engaged state at the point (a) described above. The angle sensor 16 (see FIG. 1) transmits the angle θ of the mass body 28 to the control unit 14 at a predetermined clock timing. _{The control unit 14 obtains the angular velocity dθ v} / dt of the mass body 28 from the time change of the received angle θ. When the angular velocity dθ _v / dt = 0, in other words, when the velocity is equal to that of the brake member 12, the control unit 14 outputs an engagement (On) command to the brake member 12.

By engaging with the brake member 12 when the angular velocity of the mass body 28 is zero, the loss at the time of engagement can be reduced. Even if the angular velocity is not exactly zero, the mass body 28 and the brake member 12 may be engaged as long as the loss is negligibly small compared to the transmitted torque and the angular velocity is in the vicinity of zero. good.

As shown in FIG. 9, at the point (a), the mass body 28 is displaced to the advance angle side with respect to the shaft 24. When the mass body 28 is fixed in this state, the rotating shaft 24 gradually catches up with the fixed mass body 28, and the phases are aligned. Along with this, as shown in the lower part of FIG. 9, the twist of the elastic body 26 is eliminated. In other words, the elastic energy of the elastic body 26 is released (energy release). In this way, when the mass body 28 is engaged with and fixed to the brake member 12 during the deceleration period, the elastic energy of the elastic body 26 is released.

FIG. 10 illustrates the engagement state at the point (b). At point (b), the mass 28 is displaced to the retard side with respect to the shaft 24. When the mass body 28 is fixed in this state, the fixed vibrator 10 (mass body 28) is further out of phase (placed) on the retard side from the rotating shaft 24. Along with this, as shown in the lower part of FIG. 10, further twist is applied to the elastic body 26. In other words, the elastic energy of the elastic body 26 is accumulated (energy storage). In this way, when the mass body 28 is engaged with and fixed to the brake member 12 during the acceleration period, the elastic energy of the elastic body 26 is accumulated.

<Vibration waveform control using brake engagement>
In the pendulum damper system according to the present embodiment, the vibration waveform of the vibrator 10 is controlled by utilizing the energy storage and energy release of the elastic body 26 described above. FIG. 11 shows an example of vibration amplitude control for the vibrator 10 (mass body 28).

In FIG. 11, the upper graph shows the velocity change of the vibrator 10 (mass body 28). The horizontal axis shows time, and the vertical axis shows the rotation speed dθ _v / dt (absolute speed). The lower part shows the change of the _{phase change θ sp} (relative to the shaft 24) of the vibrator 10 (mass body 28). The horizontal axis represents time, and the vertical axis represents phase change θ _sp .

With reference to the upper part of FIG. 11, the control unit 14 gives an engagement command to the brake member 12 at the timing _{of the rotation speed dθ v} / dt = 0 during the deceleration period of the vibrator 10 (mass body 28), that is, at the point (a). It is engaged with the brake disc which is the mass body 28. The engagement period is t _n .

After the engagement period t _{n has} elapsed, the control unit 14 gives an release command to the brake member 12 to release the engagement with the brake disc, which is the mass body 28. At this time, since the elastic energy of the elastic body 26 is partially released (energy release) during the engagement period, _{the maximum phase change after the period t n} becomes smaller than the period before engagement.

As the cycle further advances, the control unit 14 gives an engagement command to the brake member 12 at the timing _{of the rotation speed dθ v} / dt = 0 in the acceleration period of the vibrator 10 (mass body 28), that is, at the point (b), and the mass. Engage with the brake disc, which is the body 28. The engagement period is t _p .

After engagement period t _p, the control unit 14 to open the engagement of the brake disc is a mass body 28 gives an open command to the brake member 12. At this time, the elastic energy of the elastic body 26 since was accumulated (energy蓄) in engagement period, the maximum phase change in subsequent periods t _p is large compared to the period t _p previous cycle.

In this way, the amplitude of the vibrator 10 (mass body 28) can be increased by providing the _{engagement period t p,} and the amplitude of the vibrator 10 (mass body 28) can be reduced by providing the _{engagement period t n.} Further, when the engagement period t _p is already provided, the amplitude of the vibrator 10 (mass body 28) is relatively reduced by shortening the _{engagement period t p} from the set period. can. Similarly, when the engagement period t _n is already provided, the amplitude of the vibrator 10 (mass body 28) is relatively shortened by shortening the _{engagement period t n} from the set period. Can be increased.

Further, if the energy consumption due to the natural vibration (vibration without brake engagement) of the vibrator 10 is ignored, the balance between the open energy in _{the engagement period t n} and the stored energy in _{the engagement period t p becomes zero.} The vibration amplitude of the vibrator 10 (mass body 28) does not change before and after the engagement period t _n and the engagement period t _{p are performed.} At this time, the period can be extended _{by t n} + t _p without changing the amplitude of the vibrator 10 (mass body 28). For example, although it depends on the motion state of the shaft 24, for example, by setting t _p = t _n , it is possible to control the vibration waveform so that the amplitude is constant and the period is extended.

FIG. 12 shows an example of constant amplitude and period extension control. The upper row shows the reference wave, for example, the vibration wave of the shaft 24 (and the rotational drive source 20). The lower row shows the control wave, and the vibration wave of the vibrator 10 is shown. In both the upper and lower graphs, the horizontal axis shows time and the vertical axis shows vibration phase.

In this example, the reference wave and the control wave change in phase from time t0 to time t1. Further, after t1, the period is extended by 10% from the period at times t0 to t1 by the phase control (cycle extension control) as described above. As a result, the phases of the reference wave and the control wave are gradually shifted, and the reference wave and the control wave are out of phase at time t2.

As described above, in the present embodiment, the period and amplitude of the reference wave to be vibration-damped are adjusted to generate vibration in the vibrator 10 that cancels the reference wave. Typically, the vibrator 10 is caused to vibrate in the opposite phase of the reference wave. Since the period and amplitude of the vibrator 10 can be changed arbitrarily, the vibration state of the vibrator 10 can be actively set according to the setting of the reference wave, which is significant for the reference wave having various amplitudes and periods. A vibration damping effect can be obtained.

<Control block>
FIG. 13 illustrates a control block for executing the vibration control according to the present embodiment. As shown, the control block includes an input torque sensor 18, a control unit 14, a brake member 12, an oscillator 10, an oscillator torque sensor 19, and an angle sensor 16. Further, the control unit 14 includes a PID controller 32, a brake driver 34, and a speed calculation unit 36.

The input torque sensor 18 acquires the torque Trq of the rotary drive source 20. Further, based on the torque change before and after that, the period T _ref , the amplitude A _ref, and the phase ψ _{ref of} the torque vibration can be obtained. The period T _ref , the amplitude A _ref, and the phase ψ _ref may be obtained in the control unit 14.

Further, the torque Trq of the vibrator 10 (mass body 28) can be obtained from the vibrator torque sensor 19. Further, based on the torque change before and after that, the period T, the amplitude A, and the phase ψ of the torque vibration can be obtained. The period T, the amplitude A, and the phase ψ may be obtained in the control unit 14.

_{The PID controller 32 acquires the period T ref} , the amplitude A _ref, and the phase ψ _ref, which are the reference waves, and also acquires the period T, the amplitude A, and the phase ψ, which are the control waves. Further, the PID controller 32 _{calculates the engagement periods t p} and t _n based on the respective differences and transmits them to the brake driver 34.

On the other hand, the angle θ of the mass body 28 is transmitted from the angle sensor 16 to the speed calculation unit 36 of the control unit 14. _{The speed calculation unit 36 obtains the absolute speed dθ v} / dt of the vibrator 10 (mass body 28) based on the angle change, and transmits the absolute speed dθ v / dt to the brake driver 34.

The brake driver 34 transmits an engagement command (On command) to the brake member 12 at the timing when _{the absolute velocity dθ v} / dt of the vibrator 10 (mass body 28) becomes zero. In response to this, the brake member 12 engages with the brake disc which is the mass body 28. Energy storage or release of the elastic body 26 is performed along with the engagement.

Whether the engagement period at this time is t _p or t _n is that the velocity change (acceleration) before and after the _{absolute velocity dθ v} / dt = 0 of the vibrator 10 (mass body 28) is positive (acceleration). ) Or negative (deceleration). For example, if the velocity change is positive, t _p is set as the engagement period, and if the velocity change is negative, t _n is set as the engagement period.

14 to 17 show details of the PID controller 32. FIG. 14 illustrates a control block related to amplitude control.

Among the PID controllers 32, the block related to the amplitude control (amplitude control block 38) has the amplitude _Aref of the torque vibration of the reference wave (rotational drive source 20) and the amplitude A of the torque vibration of the control wave (oscillator 10). It is input to the adder / subtractor 38A. The difference e is input to the proportional unit 38B, the integrating unit 38C, and the differential unit 38D, respectively, and the values calculated in each unit are added by the adder 38E.

The values added by the adder 38E are input to the deceleration period gain calculation unit 38F and the acceleration period gain calculation unit 38G, respectively. Here, when _{the difference e between the amplitude A ref} and the amplitude A is positive, since A _ref > A, the amplitude of the vibrator 10 is increased for PID control. That is, the deceleration period gain becomes negative (−G _n ), and the acceleration period gain calculation unit becomes positive (+ G _p ). Each gain is added, and the engagement periods t _p and t _n obtained from the viewpoint of amplitude are calculated.

FIG. 15 illustrates, among the PID controllers 32, a control block (periodic control block 40) related to periodic control of torque vibration. _{In the periodic control block 40, the periodic Tref} of the reference wave (rotational drive source 20) and the periodic T of the control wave (oscillator 10) are input to the adder / subtractor 40A. The difference e is input to the proportional unit 40B, the integrating unit 40C, and the differential unit 40D, respectively, and the values calculated in each unit are added by the adder 40E.

The values added by the adder 40E are input to the deceleration period gain calculation unit 40F and the acceleration period gain calculation unit 40G, respectively. Here, when _{the difference e between the period T ref} and the period T is positive, since T _ref > T, the period of the vibrator 10 is increased as PID control. Since the period of the vibrator 10 can be increased (extended) _{by both the engagement period t p} and the engagement period t _n , the gains of both are positive. _{The engagement periods t p} and t _n obtained from the viewpoint of the period are calculated from the deceleration period gain calculation unit 40F and the acceleration period gain calculation unit 40G.

FIG. 16 illustrates a phase control block 42 provided in front of the periodic control block 40. _{In the phase control block 42, the phase ψ ref} of the reference wave (rotation drive source 20) and the phase ψ of the control wave (oscillator 10) are input to the adder / subtractor 42A. The difference e is input to the proportional unit 42B, the integrating unit 42C, and the differential unit 42D, respectively, and the values calculated in each unit are added by the adder 42E.

_{The value ΔT ref} added by the adder 42E is sent to the adder 44. In the adder 44, the phase difference ΔT _ref is added to the period T of the reference wave and sent to the period control block 40.

In FIG. 17, the amplitude control block 38, the periodic control block 40, and the phase control block 42 are collectively illustrated. Engagement period _t n determined by the amplitude control block 38, _{t p} and cycle control engagement period determined by the block 40 _t n, _{t p} is summed by the adder 46. The added (final) engagement periods t _p , t _n are sent to the brake driver 34 (see FIG. 13).

<Example of automobile damper>
FIG. 18 shows an example when the pendulum damper system according to the present embodiment is applied to a vehicle. The horizontal axis shows time and the vertical axis shows torque. By setting the oscillator torque in the opposite phase to the engine torque, the torque (Total) after vibration damping can be significantly reduced. Since the vibrator torque involves brake engagement, the waveform is distorted as compared with a sine wave such as engine torque. Due to this distortion, the torque vibration after damping does not become completely zero. However, since the torque vibration after damping is mainly composed of harmonics, it is quickly attenuated in the transmission path, and the influence on the vehicle interior can be suppressed.

<Another Embodiment>
In the above-described embodiment, the mass body 28 is used as a brake disc and is engaged with the brake member 12, but the present invention is not limited to this embodiment. For example, the mass body 28 may be composed of a clutch disc, and a clutch member may be engaged with the clutch disc.

For example, as illustrated in FIG. 19, when the clutch member is rotated in the same direction as the shaft 24 at a predetermined constant speed, the relative speed between the clutch disc, which is the mass body 28, and the clutch member becomes close to zero. The clutch member may be engaged with the mass body 28 at the points (c) and (d).

By engaging the mass body 28 and the clutch member when the relative speed between the mass body 28 and the clutch member is zero, the loss at the time of engagement can be reduced. Even if the relative speed is not exactly zero, if the loss is negligibly small compared to the transmitted torque and the relative speed is in the vicinity of zero, the mass body 28 and the clutch member are engaged with each other. May be good.

_{With respect to FIG. 19, similarly to the embodiment of FIG. 4, t n} is applied as the engagement period because it is the deceleration period at the point (c), and as the engagement period because it is the acceleration period at the point (d). t _p is applied. Energy storage and release of the elastic body 26 are executed according to the setting of the engagement periods t _n and t _p , and as a result, the amplitude and period of the torque vibration of the vibrator 10 (mass body 28) can be controlled. Further, the cycle of torque vibration can be controlled according to the setting of the engagement periods t _n and t _p , and the torque vibration having a phase opposite to the vibration phase of the input torque can be set in the vibrator 10 (mass body 28). ..

10 oscillator, 12 brake member (engagement member), 14 control unit, 16 angle sensor, 18 input torque sensor, 19 oscillator torque sensor, 20 rotation drive source, 22 transmission, 24 shaft, 26 elastic body, 28 mass body , 30 torsion damper, 32 PID controller, 34 brake driver, 36 speed calculation unit, 38 amplitude control block, 40 cycle control block, 42 phase control block.

Claims (9)

It has an elastic body whose one end is connected to a shaft to which a rotational driving force is transmitted from a rotational driving source and a mass body which is connected to the other end of the elastic body, and is provided in parallel with the transmission path of the rotational driving force. With the vibrator
An engaging member that has a different rotational speed from the shaft and can engage with the mass body by abutting on the mass body.
A control unit that intermittently engages the mass body with the engaging member to control the vibration of the vibrator.
Pendulum damper system with. The pendulum damper system according to claim 1.
The engaging member is a brake member that is fixed to the fixed portion and has a rotation speed of zero.
The control unit is a pendulum damper system that engages the mass body with the brake member when the absolute velocity of the mass body is near zero. The pendulum damper system according to claim 1.
The engaging member is a clutch member that rotates in the same direction as the shaft and at a different speed.
The control unit is a pendulum damper system that engages the mass body and the clutch member when the relative speed between the mass body and the clutch member is near zero. The pendulum damper system according to any one of claims 1 to 3.
The control unit is a pendulum damper system that accumulates the elastic energy of the elastic body by engaging the mass body with the engaging member when the mass body is accelerated. The pendulum damper system according to any one of claims 1 to 4.
The control unit is a pendulum damper system that releases the elastic energy of the elastic body by engaging the mass body with the engaging member when the mass body is decelerated. The pendulum damper system according to claim 5, which is subordinate to claim 4.
The control unit is a pendulum damper system that adjusts the vibration amplitude of the mass body based on the engagement time during acceleration and the engagement time during deceleration of the mass body. The pendulum damper system according to claim 6.
The control unit is a pendulum damper system that extends the vibration cycle of the vibrator by engaging the mass body with the engaging member. The pendulum damper system according to claim 7.
The control unit adjusts the vibration phase of the vibrator to the opposite phase to the vibration phase of the rotation drive source based on the engagement time during acceleration and the engagement time during deceleration of the mass body. Pendulum damper system. It has an elastic body whose one end is connected to a shaft to which a rotational driving force is transmitted from a rotational driving source and a mass body which is connected to the other end of the elastic body, and is provided in parallel with the transmission path of the rotational driving force. With the vibrator
An engaging member that can engage with the mass body,
A control unit that intermittently engages the mass body with the engaging member to control the vibration of the vibrator is provided.
The engaging member is a brake member and
The control unit is a pendulum damper system that engages the mass body with the brake member when the absolute velocity of the mass body is near zero.

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