JP6961953B2 - Vibration reduction device - Google Patents

Description

The present invention relates to a vibration reducing device that reduces vibration transmitted from an internal combustion engine to a support such as a vehicle body.

For example, in Patent Document 1, a first insulator attached to the engine side, a second insulator attached to the vehicle body side, a rod portion connecting the first insulator and the second insulator, and a rod portion supported by the rod portion. It has an inertial mass and an actuator that reciprocates this inertial mass in the axial direction of the rod part, sets the frequency of rod rigid body resonance lower than the bending / twisting resonance frequency of the engine, and the speed of axial displacement of the rod. A vibration reduction device that generates a force proportional to is generated in an actuator is disclosed.

Here, in order to set the frequency of the rod rigid body resonance lower than the bending / twisting resonance frequency of the engine, the rigidity (spring constant) of the elastic body of the first and second insulators is lowered, or the rigidity (spring constant) of the first and second insulators is set. The rod mass, which is the sum of the mass of the rigid body portion and the mass of the rod portion, is increased.

Japanese Unexamined Patent Publication No. 2011-12757

However, if the rigidity (spring constant) of the elastic body of the first and second insulators is lowered, the torque of the engine may not be received. Further, if the rod mass is increased, the fuel efficiency of the engine may be deteriorated due to the mass increase.

The vibration reduction device of the present invention adjusts the mass of a rod that elastically supports a 4-cylinder internal combustion engine on a support to adjust the resonance frequency of vibration along the rod axial direction of the rod at the upper limit frequency of the muffled sound region. It is set on the low frequency side in the acceleration noise region higher than a certain 200 Hz and higher than 200 Hz, which is the upper limit frequency of the muffled sound region. Further, the resonance frequency of the vibration of the inertial mass supported by the rod along the rod axis direction is higher than the frequency of the secondary vibration of the rotation at the idle rotation speed of the internal combustion engine, and the normal rotation speed of the internal combustion engine. It is set so that it is equal to or lower than the frequency of the vibration of the second order of rotation in. It also has an acceleration detection unit that detects the acceleration of the rod, and a notch filter that suppresses the output of a predetermined frequency range including the resonance frequency of vibration along the rod axis direction of the inertial mass. The control unit controls the actuator with a control amount based on the signal obtained by processing the detection signal detected by the acceleration detection unit with the notch filter. The notch filter is set to cancel the phase delay of the detection signal detected by the acceleration detection unit.

According to the present invention, it is possible to improve the fuel efficiency of an internal combustion engine by reducing the weight of the rod while reducing the vibration in the muffled sound region where the upper limit frequency is 200 Hz.

The schematic perspective view of the engine to which the vibration reduction device which concerns on this invention is applied. The explanatory view which shows the outline of the vibration reduction apparatus in the 1st Example of this invention schematically. Explanatory drawing which shows the gain characteristic of a notch filter. Explanatory drawing which shows the phase characteristic of a notch filter. Explanatory drawing which shows typically the phase characteristic of the notch filter, the phase characteristic of the detection signal of an acceleration sensor, and the phase characteristic of the detection signal of an acceleration sensor after processing by a notch filter. An explanatory view schematically showing the ease of vibration of a rigid body portion of a torque rod. Explanatory drawing which shows typically the frequency characteristic of the vibration along the rod axis direction of a torque rod. The explanatory view which shows the outline of the vibration reduction apparatus in the 2nd Example of this invention schematically. Explanatory drawing which shows typically the phase characteristic of the notch filter, the phase characteristic of the detection signal of an acceleration sensor, and the phase characteristic of the detection signal of an acceleration sensor after processing by a notch filter. The phase characteristics of the phase compensation circuit, the phase characteristics of the detection signal of the acceleration sensor after processing by the notch filter, and the phase characteristics of the detection signal of the acceleration sensor after processing by the notch filter and the phase compensation circuit are schematically shown. Explanatory drawing. Explanatory drawing which schematically showed the outline of the vibration reduction apparatus in the reference example of this invention.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a schematic perspective view schematically showing an outline of an engine (internal combustion engine) 1 in which the vibration reduction device of the present invention is applied to a pendulum type engine mount device. The X-axis in FIG. 1 indicates the vehicle front-rear direction, the Y-axis in FIG. 1 indicates the vehicle left-right (width) direction, and the Z-axis in FIG. 1 indicates the vehicle vertical direction.

In FIG. 1, the engine 1 is a transverse type in which the crankshaft is placed along the left-right direction of the vehicle, and the right side of the vehicle (the right side in FIG. 1) is the engine front.

The engine 1 is supported at two locations above the center of gravity (upper in FIG. 1) by the right engine mount 2 and the left engine mount 3. That is, the right engine mount 2 supports the front side of the engine 1 from the right side of the vehicle, and the left engine mount 3 supports the rear side of the engine 1 from the left side of the vehicle. As described above, the pendulum type engine mounting device has a structure in which the engine 1 which is a vibrating body (vibration source) is mounted on the vehicle body side member in a pendulum shape.

In the pendulum type engine mount device, the engine 1 is tilted around the axis connecting the two mount points by the rotational inertia force when the engine 1 is operated. In order to prevent this inclination and support the engine 1, the engine mounting device has torque rods 4 and 5.

The torque rod 4 connects a substantially upper half of the engine 1 and a vehicle body side member (not shown) as a support for supporting the engine 1.

The torque rod 5 connects a substantially lower half of the engine 1 and a vehicle body side member 6 as a support for supporting the engine 1.

The engine 1 is, for example, an in-line 4-cylinder engine with a secondary balancer or a V-type 6-cylinder engine. In an in-line 4-cylinder or V-type 6-cylinder engine with a secondary balancer, there is no unbalanced inertial force at the basic order of engine rotation, so mainly only the reaction force of engine torque fluctuation acts on engine 1. Therefore, in the basic order of engine rotation, vehicle interior noise and vehicle interior vibration are mainly generated by the inputs from the torque rods 4 and 5 that support the torque. Further, when the vehicle is mainly accelerated, the sound inside the vehicle, which is composed of high-order basic orders up to about 1000 Hz, becomes a problem for the occupants. Here, the basic order of engine rotation is, for example, a secondary order for a 4-cylinder engine and a tertiary order for a 6-cylinder engine.

Since the torque rods 4 and 5 reduce the vibration transmitted to the vehicle body side, the effect of double vibration isolation described later can be obtained, and the rod rigid body resonance described later can be suppressed. That is, the torque rods 4 and 5 elastically support the engine 1 on the vehicle body side member.

Here, the torque rod 4 and the torque rod 5 have substantially the same configuration. Therefore, for convenience of explanation, in the following description, the torque rod 5 on the lower side will be described, which also serves as a description of the torque rod 4.

FIG. 2 is an explanatory diagram schematically showing an outline of the vibration reduction device according to the first embodiment of the present invention. The torque rod 5 includes a rod-shaped (straight) rod portion 10, a first bush 11 as a first insulator connected to one end of the rod portion 10, and a second insulator connected to the other end of the rod portion 10. The second bush 12 of the above, the inertial mass 14 supported by the rod portion 10 via the elastic support spring 13, and the actuator 15 that reciprocates the inertial mass 14 in the rod axial direction (axial direction of the rod portion 10). Have.

The first bush 11 connects the first cylindrical outer cylinder 17, the first cylindrical inner cylinder 18 concentric with the first outer cylinder 17, and the first outer cylinder 17 and the first inner cylinder 18. It has 1 elastic body 19. The first bush 11 is fixed to the engine 1 by a bolt (not shown) inserted in the direction perpendicular to the paper surface of FIG. 2 with respect to the first inner cylinder 18.

The second bush 12 connects the cylindrical second outer cylinder 20, the cylindrical second inner cylinder 21 concentric with the second outer cylinder 20, and the second outer cylinder 20 and the second inner cylinder 21. It has two elastic bodies 22 and. The second bush 12 is fixed to the vehicle body side member 6 by a bolt (not shown) inserted in the direction perpendicular to the paper surface of FIG. 2 with respect to the second inner cylinder 21.

Further, the rigid body portion of the torque rod 5 is made of, for example, an aluminum alloy. That is, the rod portion 10, the first outer cylinder 17 and the first inner cylinder 18 of the first bush 11, the second outer cylinder 20 and the second inner cylinder 21 of the second bush 12 are made of, for example, an aluminum alloy. If the rigid body portion of the torque rod 5 is made of an aluminum alloy, the weight can be significantly reduced as compared with the case where the rigid body portion of the torque rod 5 is made of iron.

The first elastic body 19 and the second elastic body 22 are made of a material having both spring (elasticity) and damping (damping) functions, and are made of, for example, elastic rubber.

The diameters of the outer cylinder and the inner cylinder of the first bush 11 and the second bush 12 are different from each other. That is, the outer diameter of the first outer cylinder 17 of the first bush 11 is set to be larger than the outer diameter of the second outer cylinder 20 of the second bush 12. Further, the outer diameter of the first inner cylinder 18 of the first bush 11 is set to be larger than the outer diameter of the second inner cylinder 21 of the second bush 12.

The rigidity of the second elastic body 22 of the second bush 12 is set to be larger than the rigidity of the first elastic body 19 of the first bush 11.

By setting the rigidity of the first elastic body 19 in the first bush 11 and the rigidity of the second elastic body 22 in the second bush 12 to different values, two resonance points appear in the torque rod 5. That is, the torque rod 5 causes engine rigid body resonance and rod rigid body resonance in the rod axial direction (the axial direction of the rod portion and the vertical direction in FIG. 2) suitable for double vibration isolation at two different frequencies. ..

An acceleration sensor 23 as an acceleration detection unit is attached to the outer peripheral surface of the second outer cylinder 20 of the second bush 12 at a position on an extension line of the axis of the rod portion 10. The acceleration sensor 23 detects the acceleration of vibration transmitted from the engine 1 to the torque rod 5, and detects the acceleration of vibration of the rod portion 10 in the rod axial direction. The mounting position of the acceleration sensor 23 is not limited to the outer peripheral surface of the second outer cylinder 20, and if the acceleration of vibration in the rod axial direction of the rod portion 10 can be detected, the second outer cylinder 20 may be attached. It may be a place other than the outer peripheral surface.

The resonance frequency of engine rigid body resonance is determined by the mass of the engine 1 and the rigidity (spring constant) of the first elastic body 19. The resonance frequency of the rod rigid body resonance is determined by the mass of the rod portion 10, the first outer cylinder 17 and the second outer cylinder 20, and the rigidity (spring constant) of the second elastic body 22.

The resonance frequency of the engine rigid body resonance and the resonance frequency of the rod rigid body resonance are set to be smaller than the primary resonance frequency of bending and twisting of the engine 1 alone. The primary resonance frequency of bending and twisting of the engine 1 alone is about 280 Hz to 350 Hz in a general vehicle engine. Therefore, the resonance frequency of the rigid body resonance of the engine is set to, for example, a frequency close to almost zero. The resonance frequency of the rod rigid body resonance is set to a frequency close to 200 Hz, for example.

In this way, the engine rigid body resonance and the rod rigid body resonance are generated at two different frequencies (the resonance frequency of the engine rigid body resonance in the low frequency range and the resonance frequency of the rod rigid body resonance in the medium frequency range) from the engine 1. By preventing the vibration transmitted to the vehicle body side, the effect of double vibration isolation can be obtained.

The inertial mass 14 is made of a magnetic metal or the like and has a square tubular shape (see FIG. 1). A part of the inner wall surface 14a of the inertial mass 14 is formed so as to project inward. The cross-sectional shape of the inertial mass 14 parallel to the plane orthogonal to the axial direction is point-symmetrical with respect to the center (center of gravity) of the rod portion 10. The center of gravity of the inertial mass 14 coincides with the center of the rod portion 10.

The actuator 15 is capable of suppressing vibration of the rod portion 10 along the rod axial direction, and is located in the space between the inertial mass 14 and the rod portion 10.

The actuator 15 has a square cylindrical core 25 fixed to the outer circumference of the rod portion 10, a coil 26 wound around the core 25, and a permanent magnet 27 embedded in the core 25.

Since the actuator 15 has a structure in which the permanent magnet 27 is embedded in the core 25, it is possible to increase the output as compared with the structure in which the permanent magnet 27 is attached to the outer surface of the core 25. ..

The core 25 is made of a laminated steel plate. More specifically, the core 25 is formed by adhering a plurality of members made of, for example, electrical steel sheets, around the rod portion 10 with an adhesive. The core 25 constitutes the magnetic path of the coil 26.

The coil 26 is composed of a conducting wire (not shown) wound around the core 25 along the axial direction of the rod portion 10.

The permanent magnet 27 is embedded in the core 25 so that its tip side faces the inertial mass 14 arranged on the outer peripheral side of the rod portion 10.

The elastic support spring 13 that connects the inertial mass 14 and the rod portion 10 has a relatively small rigidity (spring constant). Further, it is assumed that the resonance frequency fr of the inertial mass 14 in the rod axial direction occurs at a low frequency of, for example, about 10 Hz to 100 Hz. For example, the vibration frequency of the second order of the idle rotation speed of a 4-cylinder engine is about 20 Hz. Therefore, if the resonance frequency fr of the inertial mass 14 is about 10 Hz, the resonance of the inertial mass 14 can be suppressed regardless of the operating conditions of the engine 1.

Further, if the resonance frequency fr of the inertial mass 14 is set to a low frequency of about 10 Hz, the mass of the inertial mass 14 becomes heavy. Therefore, when it is difficult to set the mass of the inertial mass 14 to be heavy, if the frequency is set lower than about 1/2 of the rod rigidity resonance (200 Hz in this embodiment), the resonance frequencies of the rods will be set lower than each other. It is sufficiently separated and vibration transmission is sufficiently suppressed.

The actuator 15 is controlled so that the vibration of the rigid body portion of the torque rod 5 is damped. More specifically, the actuator 15 of the first embodiment is controlled by the control unit 31 so as to generate a force whose inverse sign is a force substantially proportional to the velocity along the rod axial direction of the vibration detected by the acceleration sensor 23. NS. The force generated in the actuator 15 is proportional to the velocity of the rod portion 10 along the rod axial direction, and is opposite to the direction of acceleration along the rod axial direction of the rod portion 10.

The control unit 31 includes a notch filter 32 that suppresses output in a predetermined frequency range, and an amplifier controller 33.

The detection signal of the acceleration sensor 23 is input to the notch filter 32. As shown in FIG. 3, the notch filter 32 is set to suppress the output in a predetermined frequency range including the resonance frequency fr of the inertial mass 14. Further, as shown in FIG. 4, the notch filter 32 has a phase characteristic that advances the phase in a frequency range higher than the cutoff frequency fc. The cutoff frequency fc is a frequency that is lowered by a predetermined level (for example, -3 dB) with respect to the amplitude level in the pass region of the notch filter 32.

As shown in FIG. 5, the notch filter 32 has a phase characteristic that advances the phase in a frequency range higher than the resonance frequency fr of the inertial mass 14. More specifically, the notch filter 32 is set to cancel the phase lag of the detection signal of the acceleration sensor 23, as shown in FIG.

The phase characteristic of the frequency in the detection signal of the acceleration sensor 23 is determined by the performance of the acceleration sensor 23. In general, cheaper accelerometers tend to be out of phase in the high frequency range. That is, the higher the performance, that is, the more expensive the accelerometer, the flatter the frequency phase characteristic in the detection signal is without delay.

FIG. 5 is an explanatory diagram schematically showing the phase characteristics of the notch filter 32, the phase characteristics of the detection signal of the acceleration sensor 23, and the phase characteristics of the detection signal of the acceleration sensor 23 after processing by the notch filter 32. be.

The broken line in FIG. 5 is a characteristic line showing the phase characteristic of the notch filter 32. The alternate long and short dash line in FIG. 5 is a characteristic line showing the phase characteristic of the acceleration sensor 23. The solid line in FIG. 5 is a characteristic line obtained by combining the broken line and the alternate long and short dash line in FIG. 5, and shows the result of correcting the phase characteristic of the acceleration sensor 23 by the notch filter 32. The signal that has passed through the notch filter 32 is input to the amplifier controller 33.

The amplifier controller 33 outputs an actuator control amount obtained by multiplying the input signal by a predetermined gain. The actuator 15 is controlled by the actuator control amount output from the amplifier controller 33. The amplifier controller 33 has, for example, a voltage amplifier circuit composed of an operational amplifier, and can output an actuator control amount increased by increasing the gain. Further, the actuator 15 has a permanent magnet 27 embedded in the core 25, and has a configuration capable of increasing the force generated by itself when the gain is increased.

Further, the amplifier controller 33 can turn on / off the output of the actuator control amount based on the command from the engine control module (ECM) 34 that controls the engine 1. When the output of the actuator control amount is ON, the actuator 15 is driven and controlled according to the detection signal of the acceleration sensor 23. If the output of the actuator control amount is OFF, the actuator control amount is not output from the amplifier controller 33, and the actuator 15 is in the stopped state (non-driving state). For example, in the case of an operating state (engine speed) that is not related to vibration damping, the power consumption of the actuator 15 can be reduced by not outputting the actuator control amount from the amplifier controller 33.

Here, as a measure to set the resonance frequency of the rod rigid body resonance to be smaller than the primary resonance frequency of bending and twisting of the engine 1 alone, the rigidity (spring constant) of the second elastic body 22 of the second bush 12 is set. It is conceivable to lower it or increase the mass of the rigid body portion of the torque rod 5. However, if the rigidity (spring constant) of the second elastic body 22 is lowered, the torque rod 5 may not be able to receive the torque of the engine 1. Further, increasing the mass of the rigid body portion of the torque rod 5 may lead to deterioration of fuel efficiency.

Therefore, in the vibration reduction device of the first embodiment, the rigid body portion of the torque rod 5 is made of an aluminum alloy to reduce the weight of the torque rod 5 (adjust the mass of the torque rod 5), thereby reducing the resonance frequency of the rod rigid body resonance. Is set higher than the muffled sound region and near the boundary (near the boundary) on the low frequency side of the acceleration noise region.

In the vibration reducing device of the first embodiment, the resonance frequency fr of the vibration along the rod axis direction of the inertial mass 14 is higher than the frequency of the vibration of the basic order at the idle speed of the engine 1, and the engine 1 It is set to be less than or equal to the frequency of vibration of the basic order at the normal rotation speed of.

Here, the muffled sound region is a region where muffled noise is generated, and if the upper limit rotation speed of the engine rotation range normally used by the engine 1 is N (rpm), [(N / 60) × (engine rotation). It is a frequency range whose upper limit is the frequency that can be expressed by (basic order)]. The muffled sound is a sound based on engine vibration due to the basic order of engine rotation. The basic order of engine rotation is secondary rotation for a 4-cylinder engine and tertiary rotation for a 6-cylinder engine. For example, in the case of a 4-cylinder engine having an upper limit rotation speed of 6000 rpm in the engine rotation range normally used, the muffled sound region in which muffled sound is generated is a frequency range (0 to 200 Hz) with an upper limit of 200 Hz.

The acceleration noise region is a predetermined frequency region adjacent to the high frequency side of the muffled sound region. For example, in the case of a 4-cylinder engine having an upper limit rotation speed of 6000 rpm in the engine rotation range normally used, the noise region during acceleration is a frequency region higher than 200 Hz.

Therefore, in such a vibration reducing device of the first embodiment, it is possible to improve the fuel efficiency performance of the engine 1 by reducing the weight of the rigid body portion of the torque rod 5 while reducing the vibration in the muffled sound region.

FIG. 6 is an explanatory diagram schematically showing the ease of vibration of the rigid body portion of the torque rod 5, that is, the vibration level of the rigid body portion of the torque rod 5 with respect to the input (excitation force) of vibration from the engine 1. .. In FIG. 6, it is shown that the larger the vibration level, the easier it is to vibrate.

When the resonance frequency of the rod rigid body resonance is set in the muffled sound region, the ease of vibration of the rigid body portion of the torque rod 5 becomes, for example, the characteristic line A shown by the thin broken line in FIG. Then, when the actuator 15 is controlled according to the detection signal of the acceleration sensor 23 in this state (the state of the characteristic line A), the ease of vibration of the rigid body portion of the torque rod 5 is a characteristic shown by a fine solid line in FIG. It looks like line B.

When the resonance frequency of the rod rigid body resonance is set near the boundary (near the boundary) on the low frequency side of the acceleration noise region adjacent to the muffled sound region, the ease of vibration of the rigid body portion of the torque rod 5 is determined, for example, in FIG. It becomes like the characteristic line C shown by the broken line. Then, when the actuator 15 is controlled according to the detection signal of the acceleration sensor 23 in this state (the state of the characteristic line C), the ease of vibration of the rigid body portion of the torque rod 5 is the characteristic line shown by the solid line in FIG. It becomes like D.

In the first embodiment described above, since the resonance frequency of the rod rigid body resonance is set higher than the muffled sound region and near the boundary (near the boundary) on the low frequency side of the noise region during acceleration, the characteristics in FIG. As shown in line D, the ease of vibration of the rigid body portion of the torque rod 5 in the muffled sound region can be reduced as compared with the characteristic line B.

In the vibration reducing device of the first embodiment, the actuator 15 is controlled so as to cancel the vibration of the rigid body portion of the torque rod 5 along the rod axial direction.

Therefore, in the vibration reducing device of the first embodiment, excessive vibration of the rigid body portion of the torque rod 5 along the rod axial direction is suppressed, and the occurrence of abnormal noise and failure can be suppressed as a whole.

Further, in the vibration reduction device of the first embodiment, the actuator 15 is controlled by an actuator control amount in which the output of a predetermined frequency range including the resonance frequency fr of the inertial mass 14 is suppressed by the notch filter 32.

Therefore, in the vibration reducing device of the first embodiment, excessive movement of the actuator 15 with respect to the input of the predetermined frequency range including the resonance frequency fr of the inertial mass 14 is suppressed, and the occurrence of abnormal noise and failure can be suppressed as a whole. can.

Further, since the notch filter 32 is used, the output in a predetermined frequency range including the resonance frequency of the inertial mass 14 is suppressed even if the actuator control amount is increased by increasing the gain. That is, it is possible to increase the gain while suppressing the excessive movement of the actuator 15, and it is easy to vibrate the rigid body portion of the torque rod 5 as shown by the characteristic line E shown by the alternate long and short dash line in FIG. Vibration level) can be further reduced, and even higher quietness can be achieved. More specifically, even when the resonance frequency of the rod rigid resonance is set near the boundary (near the boundary) on the low frequency side of the noise region during acceleration, it is substantially the same as when the resonance frequency of the rod rigid resonance is set in the muffled sound region. It can be reduced to the vibration level.

Further, by increasing the gain to a high gain, it is possible to achieve both the improvement of the fuel efficiency performance of the engine 1 by reducing the weight of the rod rigid body and the improvement of the vibration level of the rod rigid body at a high level.

The characteristic line E in FIG. 6 sets the resonance frequency of the rod rigid body resonance to the vicinity of the boundary (near the boundary) on the low frequency side of the noise region during acceleration, and increases the gain obtained by multiplying the signal input to the amplifier controller 33. It shows the ease of vibration (vibration level) of the rigid body portion of the torque rod 5 when the torque rod 5 is used.

FIG. 7 is an explanatory diagram schematically showing the frequency characteristics of vibration of the torque rod 5 along the rod axial direction. The “compliance” on the vertical axis of FIG. 7 corresponds to the value obtained by dividing the rod displacement by the exciting force, and determines the ease of shaking of the torque rod 5 with respect to the input (vibrating force) of the vibration from the engine 1. Shown.

The characteristic line R in FIG. 7 shows the frequency characteristic of vibration along the rod axial direction of the rigid body portion of the torque rod 5 when the actuator 15 is not controlled by using the actuator control amount. In other words, the characteristic line R in FIG. 7 shows the frequency characteristic of vibration along the rod axial direction of the rigid body portion of the torque rod 5 when the actuator 15 is not feedback-controlled according to the detection signal of the acceleration sensor 23. .. The characteristic line S in FIG. 7 is the frequency of vibration along the rod axial direction of the rigid body portion of the torque rod 5 when the actuator 15 is controlled using the actuator control amount obtained by multiplying the gain by increasing the gain. It shows the characteristics.

By increasing the gain that is applied to the signal input to the amplifier controller 33 to a high gain, the rigid body portion of the torque rod 5 can be made less likely to shake with respect to the vibration input (excitation force) from the engine 1.

Further, the notch filter 32 is set to cancel the phase delay of the detection signal of the acceleration sensor 23. More specifically, the notch filter 32 has a characteristic of advancing the phase in a frequency range higher than the resonance frequency of vibration along the rod axial direction of the rigid body portion of the torque rod 5.

Therefore, in the vibration reduction device of the first embodiment, even if an inexpensive acceleration sensor is used for the acceleration sensor 23, the phase delay on the high frequency side can be improved and the control stability on the high frequency side can be improved.

In the first embodiment described above, the first bush 11 is fixed to the engine 1 and the second bush 12 is fixed to the vehicle body, but the present invention is not limited to this, and the first bush 11 is attached to the vehicle body and the second bush 12 is fixed to the vehicle body. May be fixed to the engine 1.

In the torque rod 5 of the first embodiment, two bolts (not shown) inserted into the inner cylinders 18 and 21 of the first and second bushes 11 and 12 are arranged in parallel, whereas FIG. 1 In the torque rod 4 shown in the above, two bolts 36 and 37 inserted into the inner cylinders 18 and 21 of the first and second bushes 11 and 12 are arranged so as to be orthogonal to each other. That is, in the torque rod 5, the axial directions of the first bush 11 and the second bush 12 are parallel, whereas in the torque rod 4, the axial directions of the first bush 11 and the second bush 12 are parallel. They are orthogonal to each other. As described above, the torque rod 5 and the torque rod 4 have different relative relationships (directions) between the first bush 11 and the second bush 12, but other than that, they have the same configuration and function as both. It is the same as that. Therefore, both the torque rod 5 and the torque rod 4 have a configuration applicable to the present invention.

Hereinafter, other examples of the present invention will be described. The same components as those in the first embodiment described above are designated by the same reference numerals, and duplicate description will be omitted.

Next, a second embodiment of the present invention will be described with reference to FIGS. 8 to 10.

The vibration reduction device in the second embodiment has substantially the same configuration as the vibration reduction device in the first embodiment described above, but as shown in FIG. 8, the detection signal of the acceleration sensor 23 is predetermined to be the notch filter 32. After being processed by the phase compensation circuit 42 of the above, it is input to the amplifier controller 33.

That is, the control unit 41 of the vibration reduction device in the second embodiment has, in addition to the notch filter 32 and the amplifier controller 33, a phase compensation circuit 42 that advances the phase in a predetermined frequency range.

The phase compensation circuit 42 is set so that the phase of the signal passing through the notch filter 32 in the high frequency range is not retarded, and advances the phase in the frequency range higher than the preset predetermined frequency. It is something that makes you. In other words, the phase compensation circuit 42 performs a process of advancing the phase (phase advancement process) on the detection signal of the acceleration sensor 23. The phase compensation circuit 42 in the second embodiment has a phase characteristic that advances the phase in a frequency range higher than the resonance frequency fr of the inertial mass 14. The signal that has passed through the phase compensation circuit 42 is input to the amplifier controller 33.

For example, when the phase delay of the detection signal of the acceleration sensor 23 on the high frequency side is large, as shown in FIG. 9, the notch filter 32 may not be able to eliminate the phase delay of the detection signal of the acceleration sensor 23.

FIG. 9 is an explanatory diagram schematically showing the phase characteristics of the notch filter 32, the phase characteristics of the detection signal of the acceleration sensor 23, and the phase characteristics of the detection signal of the acceleration sensor 23 after processing by the notch filter 32. be.

The broken line in FIG. 9 is a characteristic line showing the phase characteristic of the notch filter 32. The alternate long and short dash line in FIG. 9 is a characteristic line showing the phase characteristic of the acceleration sensor 23. The solid line in FIG. 9 is a characteristic line obtained by combining the broken line and the alternate long and short dash line in FIG. 9, and shows the result of correcting the phase characteristic of the acceleration sensor 23 by the notch filter 32.

Therefore, in such a case, as in the second embodiment, the phase delay of the acceleration sensor 23 may be canceled by using the phase compensation circuit 42 in addition to the notch filter 32.

The phase compensation in the phase compensation circuit 42 is, for example, as shown by a broken line in FIG. 10, the phase on the high frequency side so as to cancel the phase delay of the phase characteristic of the detection signal of the acceleration sensor 23 after the processing by the notch filter 32. Is set to advance. In other words, the phase compensation in the phase compensation circuit 42 is set so that the phase advances toward the higher frequency side.

FIG. 10 shows the phase characteristics of the phase compensation circuit 42, the phase characteristics of the detection signal of the acceleration sensor 23 after processing by the notch filter 32, and the detection signal of the acceleration sensor 23 after processing by the notch filter 32 and the phase compensation circuit 42. It is explanatory drawing which shows the phase characteristic schematically.

The broken line in FIG. 10 is a characteristic line showing the phase compensation characteristic of the phase compensation circuit 42. The alternate long and short dash line in FIG. 10 is a characteristic line showing the result of correcting the phase characteristic of the acceleration sensor 23 by the notch filter 32. The solid line in FIG. 10 is a characteristic line obtained by combining the broken line and the alternate long and short dash line in FIG. 10, and shows the result of correcting the phase characteristic of the acceleration sensor 23 by the notch filter 32 and the phase compensation circuit 42.

Even in such a vibration reducing device of the second embodiment, it is possible to obtain substantially the same effect as that of the vibration reducing device of the first embodiment described above. Further, the vibration reducing device of the second embodiment can cancel the phase lag even when the phase lag on the high frequency side of the detection signal of the acceleration sensor 23 is large, and improves the control stability on the high frequency side. be able to.

Next, the vibration reduction device in the reference example of the present invention will be described with reference to FIG.

The vibration reduction device in the reference example has substantially the same configuration as the vibration reduction device in the first embodiment described above, but does not include the acceleration sensor 23 and the notch filter 32 as shown in FIG. As shown in FIG. 11, the vibration reduction device in the reference example controls the actuator 15 in response to a signal from the state estimation circuit 52 that estimates the state of the torque rod 5.

The control unit 51 of the vibration reduction device in the reference example includes a state estimation circuit 52 and an amplifier controller 33.

The state estimation circuit 52 predicts the movement of the rigid body portion of the torque rod 5 along the rod axial direction from the state of the actuator 15, and calculates a signal that cancels the movement of the rigid body portion of the torque rod 5 along the rod axial direction. do.

The state estimation circuit 52 is, for example, a Kalman filter defined from the relationship between the counter electromotive force generated in the actuator 15 and the current flowing through the actuator 15. Then, the state estimation circuit 52 calculates a signal that the actuator 15 moves so as to cancel the estimated movement of the torque rod 5.

In the vibration reduction device of this reference example as well, the resonance frequency of the rod rigid body resonance is higher than the muffled sound region and near the boundary on the low frequency side of the noise region during acceleration, as in the vibration reduction device of the first embodiment described above. It is set to (near the boundary). Further , also in the vibration reducing device of this reference example, the resonance frequency fr of the vibration along the rod axis direction of the inertial mass 14 is the basic at the idle speed of the engine 1 as in the vibration reducing device of the first embodiment described above. It is set to be higher than the frequency of the vibration of the order and lower than the frequency of the vibration of the basic order at the normal rotation speed of the engine 1.

Therefore, even in the vibration reducing device of such a reference example, the fuel efficiency of the engine 1 can be improved by reducing the weight of the rigid body portion of the torque rod 5 while reducing the vibration in the muffled sound region.

Further, also in the vibration reducing device of the reference example, the actuator 15 is controlled so as to cancel the vibration of the rigid body portion of the torque rod 5 along the rod axial direction.

Therefore , even in the vibration reducing device of this reference example, excessive vibration of the rigid body portion of the torque rod 5 along the rod axial direction can be suppressed, and the occurrence of abnormal noise and failure can be suppressed as a whole.

5 ... Torque rod 10 ... Rod part 10
11 ... 1st bush (1st insulator)
12 ... 2nd bush (2nd insulator)
13 ... Elastic support spring 14 ... Inertial mass 15 ... Actuator 17 ... First outer cylinder 18 ... First inner cylinder 19 ... First elastic body 20 ... Second outer cylinder 21 ... Second inner cylinder 22 ... Second elastic body 23 ... Accelerometer 25 ... Core 26 ... Coil 27 ... Permanent magnet 31 ... Control unit 32 ... Notch filter 33 ... Amplifier controller 34 ... Engine control module

Claims (9)

A rod that elastically supports a 4-cylinder internal combustion engine on a support,
With the inertial mass supported by the above rod,
An actuator that reciprocates the inertial mass in the rod axis direction,
The control unit that controls the actuator and
Acceleration detection unit that detects the acceleration of the rod and
It has a notch filter that suppresses the output of a predetermined frequency range including the resonance frequency of vibration along the rod axis direction of the inertial mass.
The resonance frequency of vibration along the rod axis direction of the rod by adjusting the mass of the rod higher than 200Hz which is the upper limit frequency of the muffled sound area, and higher than 200Hz, which is the upper limit frequency of the muffled sound area Set to the low frequency side in the noise area during acceleration,
The resonance frequency of the vibration along the rod axis direction of the inertial mass is higher than the frequency of the secondary rotation vibration at the idle speed of the internal combustion engine, and the secondary vibration of the rotation at the normal rotation speed of the internal combustion engine. Set it to be below the frequency
The control unit controls the actuator with a control amount based on the signal obtained by processing the detection signal detected by the acceleration detection unit with the notch filter.
The notch filter is a vibration reducing device characterized in that the notch filter is set to cancel the phase delay of the detection signal detected by the acceleration detection unit. The vibration reducing device according to claim 1, wherein the actuator is controlled so as to cancel the vibration along the rod axial direction of the rod. The vibration reduction according to claim 1 or 2, wherein the control amount of the actuator is based on a signal that has been subjected to a process of advancing the phase of the detection signal detected by the acceleration detection unit. Device. The vibration according to any one of claims 1 to 3, wherein the notch filter has a phase characteristic for advancing the phase in a frequency range higher than the resonance frequency of the vibration along the rod axis direction of the rod. Reduction device. The vibration reducing device according to any one of claims 1 to 4, wherein the rigid body portion of the rod is made of an aluminum alloy. The actuator has a core, a coil wound around the core, and a permanent magnet attached to the core so as to face the inertial mass arranged on the outer peripheral side of the rod.
The vibration reducing device according to any one of claims 1 to 5, wherein the permanent magnet is embedded in the core. The rod is characterized by having a first insulator attached to the internal combustion engine, a second insulator attached to the support, and a rod portion connecting the first insulator and the second insulator. The vibration reducing device according to any one of claims 1 to 6. A rod that elastically supports a 4-cylinder internal combustion engine on a support,
With the inertial mass supported by the above rod,
An actuator that reciprocates the inertial mass in the rod axis direction,
The control unit that controls the actuator and
Acceleration detection unit that detects the acceleration of the rod and
It has a notch filter that suppresses the output of a predetermined frequency range including the resonance frequency of vibration along the rod axis direction of the inertial mass.
The resonance frequency of vibration along the rod axis direction of the rod by adjusting the mass of the rod higher than 200Hz which is the upper limit frequency of the muffled sound area, and higher than 200Hz, which is the upper limit frequency of the muffled sound area Set to the low frequency side in the noise area during acceleration,
The resonance frequency of the vibration along the rod axis direction of the inertial mass is higher than the frequency of the secondary rotation vibration at the idle speed of the internal combustion engine, and the secondary vibration of the rotation at the normal rotation speed of the internal combustion engine. Set it to be below the frequency
The control unit controls the actuator with a control amount based on the signal obtained by processing the detection signal detected by the acceleration detection unit with the notch filter.
The vibration reduction device, characterized in that the control amount of the actuator is based on a signal that has been subjected to a process of advancing the phase of the detection signal detected by the acceleration detection unit. A rod that elastically supports a 4-cylinder internal combustion engine on a support,
With the inertial mass supported by the above rod,
An actuator that reciprocates the inertial mass in the rod axis direction,
The control unit that controls the actuator and
Acceleration detection unit that detects the acceleration of the rod and
It has a notch filter that suppresses the output of a predetermined frequency range including the resonance frequency of vibration along the rod axis direction of the inertial mass.
The resonance frequency of vibration along the rod axis direction of the rod by adjusting the mass of the rod higher than 200Hz which is the upper limit frequency of the muffled sound area, and higher than 200Hz, which is the upper limit frequency of the muffled sound area Set to the low frequency side in the noise area during acceleration,
The resonance frequency of the vibration along the rod axis direction of the inertial mass is higher than the frequency of the secondary rotation vibration at the idle speed of the internal combustion engine, and the secondary vibration of the rotation at the normal rotation speed of the internal combustion engine. Set it to be below the frequency
The control unit controls the actuator with a control amount based on the signal obtained by processing the detection signal detected by the acceleration detection unit with the notch filter.
The notch filter is a vibration reducing device having a phase characteristic of advancing the phase in a frequency range higher than the resonance frequency of vibration along the rod axis direction of the rod.

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