JP2007118714A - Vehicle damping device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle damping device capable of choose between contrary electric power characteristics such as high responsiveness or large capacity, in accordance with a vehicle state. <P>SOLUTION: An electromagnetic absorber 90 is furnished with an expansion member 18 constituted by combining two members to relatively displace and to expand and contract and a motor 16 constituted so that one of a coil and a magnet is driven by expanding and contracting motion of the expansion member 18 and to generate damping force by electric motive force generated on the coil. An active control part 108 delivers a driving signal to a driver by referring to vehicle state quantity and actively displaces the expansion member 18. An electric power source change-over judgement part 106 selects either one of a capacitor 30 and a battery 32 and connects it to the driver 20 by referring to the vehicle state quantity. The electric power source change-over judgement part 106 selects the capacitor 30 in restraining high frequency vibration and selects the battery 32 in restraining low frequency vibration. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention generally relates to a vehicle vibration damping device, and more particularly to a vehicle vibration damping device including an electromagnetic absorber that generates a damping force by an actuator.

  The suspension of an automobile supports the mass of the vehicle body, reduces vibrations due to road surface irregularities, etc., improves the ride comfort, reduces the dynamic load applied to each part of the vehicle body, and improves running stability. A shock absorber is an element that constitutes a suspension, and an electromagnetic absorber that adjusts damping force of a vehicle on a spring and under a spring by an actuator is known.

The so-called active electromagnetic absorber as described above requires a power source for supplying power to the actuator. For example, Patent Document 1 discloses an electromagnetic suspension control device that actively operates an electromagnetic damper by applying a voltage to a coil by a battery.
JP 2001-311452 A Japanese Patent Laid-Open No. 2003-102425

  However, for example, the ride quality control that suppresses high-frequency vibration and the attitude control that suppresses low-frequency vibration have different responsiveness and power storage requirements for the power supply. Characteristics and maximum damping force are limited.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle damping device that can provide a plurality of types of power sources as a drive source of an electromagnetic absorber and can select an appropriate power source according to the circumstances. There is to do.

  An aspect of the present invention operates by receiving power supply by switching to either one of the capacitor or the battery and a capacitor having high response and a small capacity, a battery having low response and a large capacity. Provided is a vehicle vibration control device including an electromagnetic absorber.

  According to this aspect, since two types of power supplies having different characteristics are provided as the drive source of the electromagnetic absorber, it is possible to select a power supply having appropriate characteristics according to the situation.

  Another aspect of the present invention also relates to a vehicle vibration damping device. This device is configured such that two members that are relatively displaced are combined to expand and contract, and one of a coil or a magnet is driven by the expansion and contraction of the expansion and contraction member, thereby generating an electromotive force generated in the coil. An electromagnetic absorber including an actuator that generates a damping force by a capacitor, a capacitor, a battery having a larger capacity than the capacitor, a driver that receives power supply from the capacitor or the battery and drives the actuator, and detects a vehicle state quantity Vehicle state quantity detecting means, an active control means for sending a drive signal to the driver with reference to the detected vehicle state quantity and actively displacing the telescopic member, and referring to the vehicle state quantity, Power supply switching to select either capacitor or battery and connect to the driver Characterized in that it comprises a constant means.

  According to this aspect, with reference to the detected value of the vehicle state quantity, either the capacitor or the battery is selected and the electric power is supplied to the driver of the electromagnetic absorber. Active control can be performed using a power supply. Here, the “vehicle state amount” includes, for example, the stroke amount of the telescopic member and the vertical acceleration of the vehicle body.

  The power supply switching determination means may select the capacitor when suppressing high-frequency vibration, and select the battery when suppressing low-frequency vibration. In this way, when emphasizing ride comfort control that suppresses high frequency vibration, select a capacitor to execute control that requires high response and low power, and when emphasizing attitude control that suppresses low frequency vibration, Control that requires low response and high power can be executed by switching to the battery.

  The vehicle vibration control device may further include a storage amount detection unit that detects a storage amount of the capacitor. In this case, the active control means refers to a map that represents a control area of the actuator that can be regenerated in advance when the charged amount of the capacitor decreases, so that the actuator generates regenerative energy. A drive signal is sent to the driver.

  According to this, although a capacitor is selected to suppress high-frequency vibration as in ride comfort control, when the amount of electricity stored in the capacitor is insufficient, the active control means drives the actuator in a regenerative control region. Therefore, the regeneration efficiency is increased and the power consumption of the battery can be suppressed.

  The power supply switching determination means may ground the driver when the amount of charge stored in the capacitor reaches a rated capacity. Thereby, damage to the capacitor due to excessive power regeneration can be avoided.

  The vehicle state quantity detection means detects the vibration amplitude of the vehicle body, and the power supply switching determination means connects the capacitor and the battery in series to the driver when the detected amplitude exceeds a predetermined value. It may be. According to this, for example, when the amplitude of the vehicle body vibration is large and it is desired to suppress the vibration at an early stage, the control of a large current can be executed instantaneously.

  According to the present invention, since two types of power supplies having different characteristics are provided as drive sources for the electromagnetic absorber, it is possible to select a power supply having appropriate characteristics according to the situation.

  One embodiment of the present invention relates to a vehicle vibration control device including both a capacitor and a battery as a power source for supplying power to an electromagnetic absorber disposed on each wheel of the vehicle. Hereinafter, the present invention will be described based on embodiments.

  FIG. 1 is a schematic view of a four-wheel vehicle 10 including a vehicle vibration damping device according to an embodiment of the present invention. Between the vehicle body 12 of the vehicle 10 and the wheels 14FR, 14FL, 14RR, 14RL (hereinafter collectively referred to as “wheels 14”), coil springs 54FR, 54FL, 54RR, 54RL (hereinafter referred to as “coil springs”). 54 ”), motors 16FR, 16FL, 16RR, 16RL (hereinafter appropriately referred to as“ motor 16 ”) and expansion members 18FR, 18FL, 18RR, 18RL (hereinafter referred to as“ expansion member 18 ”). A vehicle vibration control device including electromagnetic absorbers 90FR, 90FL, 90RR, 90RL (hereinafter collectively referred to as “electromagnetic absorber 90”) arranged in series is mounted. Reference signs FR, FL, RR, and RL represent the front right, left front, right rear, and left rear positions of the vehicle 10, respectively.

  In FIG. 1, the electromagnetic absorber 90 is illustrated as being arranged in a plane, but in an actual vehicle, for example, a knuckle, a tie rod, an upper arm, and a lower arm are arranged in an appropriate space arrangement in order to exhibit the function of the suspension. It is configured by combining with other parts such as in a known manner.

  The coil spring 54 prevents vibration from the road surface from being transmitted directly from the wheel 14 to the vehicle body 12. The electromagnetic absorber 90 generates a damping force between the sprung and unsprung parts of the vehicle by force control of the motor 16. In the present specification, the position of a member supported by the coil spring 54 is referred to as “sprung”, and the position of a member not supported by the coil spring 54 is referred to as “unsprung”. That is, the sprung is on the vehicle body 12 side and the unsprung is on the wheel 14 side.

  The coil spring 54 and the electromagnetic absorber 90 are preferably constructed integrally from the viewpoint of space saving, but may be provided separately. The detailed structure of the electromagnetic absorber 90 will be described later with reference to FIG.

  An electronic control device 100 (hereinafter referred to as “ECU 100”) is grounded to the vehicle body. The ECU 100 controls the behavior of the vehicle 10 based on information from various sensors provided in each part of the vehicle 10.

  FIG. 2 is a diagram showing the structure of the electromagnetic absorber 90 composed of the motor 16 and the telescopic member 18 in more detail.

  The motor 16 is, for example, a DC rotary motor, and mainly includes a stator in which a coil is wound around an iron core, and a rotor that is rotatably supported by attaching a magnet to a cylindrical surface. The output shaft 36 connected to the rotor of the motor 16 is formed integrally with the ball screw 44. The output shaft 36 and the ball screw 44 may be coaxially coupled via a coupling. The output shaft 36 is rotatably supported by a bearing 40 inside the rod 42.

  The ball screw 44, the rod 42, the outer shell 50, and the piston 78 are arranged coaxially. The ball screw 44 forms a ball screw mechanism by sandwiching a ball screw nut 46 having a ball passage formed therein and a plurality of balls 48 circulating in the ball passage. When the ball 48 is brought into rolling contact between the ball screw 44 and the ball screw nut 46, the linear motion of the piston 78 and the rotational motion of the ball screw 44 are mutually converted with high efficiency.

  The ball screw nut 46 is connected and fixed to the upper part of the piston 78, and the piston 78 is connected coaxially to the outer shell 50. The outer shell 50 is slidably supported with respect to the outer periphery of the rod 42 by bearings 56 and 58.

  The outer shell 50 has a dust seal 76 disposed between the outer shell 50 and the rod 42. The dust seal 76 seals between the outer shell 50 and the rod 42 to prevent foreign matters such as dust from entering the outer shell 50.

  A second attachment portion 60 is provided at the lower portion of the outer shell 50. The second attachment portion 60 is a portion attached to a lower arm (not shown) extending from the wheel 14 and plays a role of connecting the suspension and the wheel 14.

  The first attachment portion 28 is a portion that is attached to the vehicle body 12 and serves to connect the suspension and the vehicle body 12. An annular stopper 82 having a buffering function is provided at a connection portion between the first attachment portion 28 and the rod 42 to prevent direct contact between the upper end portion of the outer shell 50 and the first attachment portion 28. The movable range of the outer shell 50 is defined by the stopper 82 and the dust seal 76.

  A spring seat 52 is provided on the outer periphery of the outer shell 50 so as to surround the outer periphery. A coil spring 54 is contracted between the spring seat 52 and the vehicle body surface in the vicinity of the first attachment portion 28, and given a predetermined load in advance.

  The coil spring 54 supports the weight of the sprung portion of the vehicle 10 and prevents vibrations and shocks from the road surface from being transmitted to the vehicle body 12 through the wheels 14 due to its elastic force. The vertical vibration of the vehicle body 12 due to the elastic force of the coil spring 54 is attenuated by the damping force generated by the electromagnetic absorber 90.

  In this embodiment, an example in which the ball screw 44 is provided on the spring of the vehicle and the ball screw nut 46 is provided below the spring of the vehicle will be described. Conversely, the ball screw 44 is provided below the vehicle and the ball screw nut 46 is provided on the vehicle. It may be provided on the spring. In the present embodiment, the electromagnetic absorber 90 is described as an example in which the motor 16 is installed inside the vehicle body and the telescopic member 18 protrudes to the lower part of the vehicle body, but the motor 16 is also installed so as to protrude to the lower part of the vehicle body. May be.

  Next, the function of the electromagnetic absorber 90 will be described. When the wheel 14 moves up and down due to external inputs such as road surface unevenness, the outer shell 50 moves relative to the rod 42 to expand and contract the coil spring 54. As a result, the ball screw 44 rotates relative to the ball screw nut 46 at the tip of the piston 78, thereby rotating the output shaft 36. As a result, an electromotive force is generated in the coil due to the relative movement between the rotor and the stator, that is, between the magnet and the coil, and the motor 16 acts as a generator. When the current flows through the coil, the electromagnetic absorber 90 generates a damping force corresponding to the relative speed between the rod 42 and the outer shell 50, that is, the rotational speed of the rotor. Thereby, the vibration of the vehicle body can be attenuated.

  Further, when electric power is supplied from the outside to the motor 16 to rotate the output shaft 36, the ball screw 44 rotates relative to the ball screw nut 46. Then, the outer shell 50 connected to the ball screw nut 46 via the piston 78 is pushed downward with respect to the rod 42 or pulled upward. Thus, the outer shell 50 and the rod 42 function as an elastic member controlled by the motor 16. If the current applied to the coil of the motor 16 is set according to the vertical acceleration of the vehicle body, the outer shell 50 can be actively expanded and contracted to adjust the damping force.

  In such an electromagnetic absorber 90, when regenerating vibration energy to charge a battery or using a motor as a generator, it is not necessary to give electric energy to the electromagnetic absorber, and power consumption can be kept low. In addition, there is a feature that is impossible with conventional oil dampers, such as by measuring the current flowing through the circuit, the force generated by the electromagnetic absorber can be measured.

  A G sensor 128 that detects the vertical acceleration of the vehicle body is installed on the spring of the electromagnetic absorber 90. In addition, a stroke sensor 130 for detecting the stroke amount of the elastic member 18, that is, the relative displacement amount between the rod 42 and the outer shell 50 is also installed. Detection signals of the G sensor 128 and the stroke sensor 130 are sent to the ECU 100 in FIG.

  The motor 16 receives power supply from the driver 20. The driver 20 includes a ROM that stores data such as a motor drive control program and various constants, a motor drive control program, a CPU that controls the driver and performs communication control with the ECU 100, a calculation result of the CPU, and the like. It comprises a RAM for temporarily storing, a signal generator for driving a motor, and the like.

  The driver 20 is connected to a capacitor 30 and a battery 32 such as a lead storage battery, and receives power for driving the motor. The circuit includes a first switch 22 and a second switch 24 that can switch the connection between the driver 20 and the capacitor 30 and the battery 32. The earth switch 26 is a switch for grounding the circuit. These switches 22, 24, and 26 can be switched according to signals from a switch drive circuit described later.

  When the movable piece 22c of the first switch 22 is connected to the contact 22a and the movable piece 24c of the second switch 24 is separated from the contact 24a, the driver 20 and the capacitor 30 are connected. When the movable piece 22c of the first switch 22 is connected to the contact 22b and the movable piece 24c of the second switch 24 is connected to the contact 24b, the driver 20 and the battery 32 are connected. When the movable piece 22c of the first switch 22 is connected to the contact 22b and the movable piece 24c of the second switch 24 is connected to the contact 24a, the capacitor 30 and the battery 32 are connected to the driver 20 in series.

  As an example, the capacitance of the capacitor is 100 to 1000 F, and the charged amount of the battery is about 100 Ah. As a general characteristic of a capacitor and a battery, although the capacitor has high responsiveness, the capacity is smaller than that of the battery. Conversely, the battery is less responsive but has a larger capacity than the capacitor. Therefore, in the present embodiment, the capacitor 30 and the battery 32 are selectively used by appropriately switching the first switch 22 and the second switch 24.

  FIG. 3 is a functional block diagram showing the relationship between the ECU 100 and various sensors and switches. Each block shown here can be realized in hardware by an element and a mechanical device including a computer CPU and memory, and in software by a computer program or the like. It is drawn as a functional block to be realized. Therefore, those skilled in the art will understand that these functional blocks can be realized in various forms by a combination of hardware and software.

  The yaw rate sensor 120 detects the yaw rate of the vehicle body, and the steering angle sensor 122 detects the steering angle of the steering wheel by the driver. The steering determination unit 102 determines whether the vehicle is being steered based on detection signals from the yaw rate sensor 120 and the steering angle sensor 122.

  The capacitor storage amount detection circuit 124 detects the storage amount of the capacitor 30, and the battery storage amount detection circuit 126 detects the storage amount of the battery 32. The detected charged amounts of the capacitor 30 and the battery 32 are sent to the charged amount determination unit 104.

  The active control unit 108 actively controls the electromagnetic absorber 90. Specifically, based on information from the G sensor 128 and the stroke sensor 130, the motor 16 of the electromagnetic absorber 90 is driven to generate a desired damping force so as to effectively attenuate the vibration of the vehicle body. At this time, for example, a necessary damping force may be calculated using Skyhook theory. The active control unit 108 sends a drive signal to the driver 20 so that the motor 16 generates the calculated damping force.

  The storage amount determination unit 104 receives the damping force calculated by the active control unit 108 and receives the storage amounts of the capacitor 30 and the battery 32. Then, it is determined whether the charged amount of the capacitor 30 and the battery 32 is sufficient or insufficient for causing the motor 16 to generate the damping force calculated by the active control unit 108, and the result is sent to the power supply switching determination unit 106. send.

  Based on information from the steering determination unit 102 and the storage amount determination unit 104, the power supply switching determination unit 106 connects the capacitor 30 to the driver 20, connects the battery 32, or connects both the capacitor 30 and the battery 32. Or to ground the driver 20. Based on the determination, a command signal is sent to the switch drive circuit 112. The switch drive circuit 112 switches the first switch 22, the second switch 24, and the earth switch 26 of FIG. 2 according to the command signal.

  The map storage unit 110 stores a map that the active control unit 108 refers to when performing regenerative control. The contents of this map and regenerative control will be described later in detail with reference to FIGS.

  The power supply switching determination unit 106 determines the power supply connected to the driver 20 based on the following criteria, for example. For example, in order to perform ride comfort control for the purpose of suppressing low-frequency vibration, a highly responsive power supply is required, but the power may be small. On the other hand, large power is required to execute attitude control aimed at suppressing high-frequency vibrations and control for improving maneuverability, but the response is somewhat lower than ride comfort control. Good. Therefore, the power supply switching determination unit 106 selects a capacitor during ride comfort control and a battery during posture control.

  When the ride comfort control is executed, if the power supply is regenerated frequently and the capacitance of the capacitor is exceeded, a malfunction may occur in the capacitor. Therefore, the power supply switching determination unit 106 activates the ground switch 26 to prevent current from flowing through the capacitor when the charged amount of the capacitor approaches the capacitance. Conversely, when the amount of electricity stored in the capacitor is insufficient, regenerative power is actively used.

  In addition, since the control force of the motor is determined by the magnitude of the current flowing in the coil, if a large control force is required to enhance the damping effect, a capacitor and a battery are connected in series to the driver, Is supplied to the motor.

  FIG. 4 shows an example of a map representing the regenerative area stored in the map storage unit 110. The horizontal axis represents the stroke speed obtained by differentiating the detection value of the stroke sensor 130, and the vertical axis represents the control force generated by the motor 16.

  The correspondence relationship between the electromagnetic absorber 90, that is, the control force f of the motor 16 and the stroke speed v is as shown in FIG. The “active control area” in the figure is an area in which the motor of the electromagnetic absorber operates as an original motor, and the “regenerative area” is an area in which the motor generates a damping force. That is, in the regeneration region, the electromagnetic absorber operates as a generator, and the vibration energy of the vehicle body can be regenerated. In the active control region, electric power is supplied from the driver to the motor to increase the control force. In the regeneration region, the damping force can be adjusted without supplying power.

  The maximum value of the control force generated by the motor is determined by the maximum current value that can be supplied to the motor. The regenerative region is determined by a straight line f = cv, and the coefficient c is determined by a counter electromotive voltage constant that is a unique value of the motor.

  FIG. 5 shows an example of a control locus during normal control. The active control unit integrates the detection value of the G sensor on the spring or calculates the absolute speed on the spring by differentiating the detection value of the stroke sensor and applies an appropriate gain to drive the motor. Force control is performed to calculate the command value. In normal times, the active control unit performs control using both the active control region and the regeneration region so as to exert the calculated control force (see FIG. 5). That is, in this case, power consumption and regenerative charging are alternately repeated.

  FIG. 6 shows an example of a locus during regenerative control. During regenerative control, the active control unit controls the motor to operate in the regenerative region as much as possible. For example, when drive command values such as “A” and “B” in FIG. 6 are calculated, refer to the map shown in FIG. 4 so that the values are included in the regeneration region at the same stroke speed. Thus, the drive command value of the control force f is changed. That is, the drive command value A is reduced to a command value A ′ by reducing the control force, and the drive command value B is changed to a command value B ′ by increasing the control force. Like the drive command value C, the command value originally in the regeneration region is output as it is. As a result, a control trajectory that moves within the regeneration region is drawn as shown in FIG.

  By controlling in this way, electric charge can be stored in the capacitor although the damping performance is temporarily lowered. When the charged amount of the capacitor reaches a predetermined value, the active control unit ends the regenerative control and returns to normal control.

  FIG. 7 is a flowchart of power supply switching determination according to the present embodiment. This flowchart is executed in parallel with the motor control by the active control unit 108 at regular time intervals. First, the steering determination unit 102 determines whether or not the vehicle is being steered (S10). When the vehicle is not steering (N in S10), it is determined whether or not the vibration amplitude of the vehicle body detected by the G sensor is equal to or smaller than a predetermined value (S12). Y) Riding comfort control is to be performed, the power supply switching determination unit 106 selects a capacitor as the power supply, and the switch drive circuit switches each switch so as to connect the capacitor to the driver (S14).

  Subsequently, the capacitor storage amount detection circuit 124 detects the storage amount of the capacitor (S16), and the storage amount determination unit 104 determines whether or not there is a storage amount sufficient to drive the electromagnetic absorber 90 (S18). . When it is sufficient (N in S18), the charged amount determining unit 104 further determines whether or not the charged amount is equal to or greater than a predetermined value (S20). If it is equal to or greater than the predetermined value (Y in S20), there is a possibility that the capacitance of the capacitor may be exceeded due to power regeneration, so the ground switch 26 is switched to ground the driver 20 (S22). When it is less than the predetermined value (N in S20), S22 is skipped. The power supply switching determination unit 106 communicates with the active control unit 108 to control the electromagnetic absorber in the high response low power mode (S26).

  In S18, when the amount of power stored in the capacitor is insufficient (Y in S18), the power supply switching determination unit 106 sets a flag indicating that the control is performed only in the regeneration region (S24), and then in the high response, low power mode. The active control unit 108 is communicated to control the electromagnetic absorber. In response to this, the active control unit 108 sends a drive signal to the driver 20.

  In S10, when the vehicle is being steered (Y in S10) or when the vibration of the vehicle body is greater than a predetermined value (N in S12), posture control is performed, and the power supply switching determination unit 106 is used as a power source. The battery is selected, and the switch drive circuit 112 switches each switch so as to connect the battery to the driver (S30). Subsequently, the storage amount of the battery is detected by the battery storage amount detection circuit 126 (S32), and the storage amount determination unit 104 determines whether there is a storage amount sufficient to drive the electromagnetic absorber 90 (S34). . When not enough (N in S34), the power supply switching determination unit 106 instructs the switch drive circuit 112 to connect the capacitor 30 and the battery 32 in series (S36). If it is sufficient (Y in S34), S36 is skipped, and the power supply switching determination unit 106 communicates with the active control unit 108 to control the electromagnetic absorber in the low response high power mode (S38).

  As described above, according to the present embodiment, as a power source for supplying power to the driver that drives the motor of the electromagnetic absorber, two types of power sources, that is, a capacitor and a battery, can be switched to suppress high-frequency vibration. When emphasizing ride comfort control, switch to a capacitor to perform control that requires high response and low power.To focus on attitude control that suppresses low-frequency vibration, switch to a battery and switch to low response and high power. The control that needs to be executed. As a result, it is possible to use a power supply having appropriate characteristics according to the vehicle state. When the capacitor is selected by the power supply switching determination unit, but the amount of power stored in the capacitor is insufficient, the active control unit executes regenerative control that drives the motor in the regenerative region, so that the regenerative efficiency is increased and the battery power consumption is reduced. Can be suppressed. Furthermore, when the battery is selected by the power supply switching determination unit, but the amount of electricity stored in the battery is insufficient, the switch is switched so that the battery and the capacitor are connected in series to the driver, so that a large current control is executed instantaneously. Can do.

  The present invention has been described above based on the embodiment. It should be understood by those skilled in the art that these embodiments are exemplifications, and that various modifications can be made to the combination of each component and each processing process, and such modifications are also within the scope of the present invention. Hereinafter, such modifications will be described.

  In the embodiment, it is determined whether or not steering is in progress when switching between the capacitor and the battery, and whether or not the vibration amplitude of the vehicle body is greater than or equal to a predetermined value. However, for example, at high vehicle speed, the centrifugal force increases and a large amount of power is required for vibration suppression. Therefore, a step of determining the vehicle speed is provided after the determination of S12 in FIG. 7, and when the vehicle speed is low, the capacitor is high. May select a battery.

  The battery installed in the vehicle body may be dedicated for active control or may be shared with other systems (for example, an electric power steering system or an electrically controlled brake system). In the latter case, when another system is operating using a battery and a large current is not required for active control, the power supply switching determination unit receives the power supply from the capacitor and the second switch. The switch may be switched to avoid power supply interference with other systems.

It is a mimetic diagram of a four-wheeled vehicle provided with a vehicle damping device concerning one embodiment. It is a figure which shows in detail the structure of the electromagnetic absorber which consists of a motor and an expansion-contraction member. It is a functional block diagram showing the relationship between ECU, various sensors, and a switch. It is a figure which shows an example of the map for regeneration control. It is a figure which shows an example of the control locus at the time of normal control. It is a figure which shows an example of the control locus at the time of regenerative control. It is a flowchart of the power supply switching determination by one Embodiment.

Explanation of symbols

  10 vehicle, 12 vehicle body, 14 wheel, 16 motor, 18 telescopic member, 20 driver, 22, 24, 26 switch, 30 capacitor, 32 battery, 36 output shaft, 42 rod, 50 outer shell, 90 electromagnetic absorber, 100 ECU, 102 steering determination unit, 104 storage amount determination unit, 106 power supply switching determination unit, 108 active control unit, 110 map storage unit, 112 switch drive circuit, 124 capacitor storage amount detection circuit, 126 battery storage amount detection circuit, 128 G sensor, 130 Stroke sensor.

Claims (6)

A highly responsive and small-capacitance capacitor;
Low response and large capacity battery,
An electromagnetic absorber that operates by receiving power supply by switching to either the capacitor or the battery;
A vehicle vibration control device comprising: It is configured such that one of the coil and the magnet is driven by the expansion and contraction movement of the expansion / contraction member by combining the two members that are displaced relative to each other, and the damping force is generated by the electromotive force generated in the coil. An electromagnetic absorber comprising a generating actuator;
A capacitor;
A battery having a larger capacity than the capacitor;
A driver that receives power from the capacitor or the battery and drives the actuator;
Vehicle state quantity detecting means for detecting a vehicle state quantity;
Active control means for sending a drive signal to the driver with reference to the detected vehicle state quantity and actively displacing the telescopic member;
Referring to the vehicle state quantity, selecting either one of the capacitor or the battery and connecting to the driver;
A vehicle vibration control device comprising:   3. The vehicle vibration damping device according to claim 2, wherein the power supply switching determination unit selects the capacitor when suppressing high-frequency vibration, and selects the battery when suppressing low-frequency vibration. 4. A charge amount detecting means for detecting a charge amount of the capacitor;
The active control means refers to a map that represents a control area of the actuator that can be regenerated and that the actuator generates regenerative energy when the storage amount of the capacitor decreases. The vehicle vibration damping device according to claim 2, wherein a driving signal is sent.   The vehicle vibration damping device according to claim 4, wherein the power supply switching determination unit grounds the driver when a storage amount of the capacitor reaches a rated capacity. The vehicle state quantity detection means detects the vibration amplitude of the vehicle body,
4. The vehicle vibration suppression according to claim 2, wherein the power supply switching determination unit connects the capacitor and the battery in series to the driver when the detected amplitude exceeds a predetermined value. 5. apparatus.

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