JP2009275816A - Vibration damping device and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration damping device capable of retaining a vibration damping effect even if a phase characteristic change of vibration transmission characteristics occurs to vibration damping object equipment. <P>SOLUTION: The vibration damping device includes: a vibration detection means 200, which detects vibration, at a position where the vibration should be damped, transmitted from a vibration generation source 100 to output it as a vibration signal; an excitation means 700, which is provided at a different position from the position where the vibration should be damped to generate a vibration damping force; a phase calculation means 300, which calculates a calculation phase signal approximating a phase difference between the vibration signal and a reference wave; an excitation command generation means 600, which outputs an excitation command from the calculation phase signal, the reference wave and an amplitude characteristic of the reverse characteristics of the vibration transmission characteristics; a phase extraction means 400, which outputs an extraction phase signal, which is a phase difference between the vibration signal and the reference wave; and a phase correction means 500, which corrects the phase of the reference wave inputted to the excitation command generation means 600 from the phase characteristic of the reverse characteristics and a difference signal between the calculation phase signal and the extraction phase signal. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vibration damping device that suppresses generated vibration and a vehicle including the same.

  2. Description of the Related Art Conventionally, there has been known a vibration damping device that counteracts vehicle vibrations by generating vibration damping force by a vibration means and actively exciting the vehicle vibrations caused by fluctuations in the output torque of the vehicle engine. More specifically, such a vibration damping device includes a linear actuator as a vibration means provided in an engine as a vibration generation source, a means for detecting the rotation speed of the engine as a vibration generation source, Proposed is provided with vibration detection means for detecting vibration at a position to be shaken and an adaptive control algorithm for outputting a vibration command to the linear actuator based on the detected engine speed and vibration at the position to be dampened (For example, refer to Patent Document 1). In this vibration damping device, it is possible to output a vibration command having an optimum amplitude and phase corresponding to the vibration currently detected at the position where the vibration is to be controlled by the adaptive control algorithm. Thus, it is possible to reduce the vibration generated from the engine as the vibration generation source by the vibration control force generated from the vibration means and transmitted to the position to be controlled such as the seat portion.

  In addition, the vehicle's shaker, a characteristic map that stores the vibration transfer characteristics from the place where the shaker is installed to a predetermined point in the vehicle interior, and a signal detected by the acceleration sensor and the vibration transfer characteristic at a predetermined point in the vehicle interior. There is known an apparatus that includes a digital filter that predicts vibration and reduces vibration by applying vibration using a shaker so as to reduce the predicted vibration (see, for example, Patent Document 2).

  On the other hand, a linear actuator in which a movable element is supported by an elastic support portion (plate spring) so as to be able to reciprocate with respect to a stator is known as a vibrating means for performing reciprocating movement (for example, Patent Documents). 3). Since this linear actuator does not wear the mover, the accuracy of shaft support does not deteriorate even after long-term use. Also, since sliding resistance does not act on the mover, power loss due to sliding resistance is small. Furthermore, since the bulky coil and the elastic support portion can be arranged close to each other, the linear actuator can be miniaturized.

The linear actuator described in Patent Document 3 can cancel the vibration generated by the target device to be controlled by the reaction force during driving. That is, by applying a current command so that the reaction force generated by the actuator has an opposite phase with respect to the vibration acceleration of the vibration suppression target device, the actuator can reduce the vibration of the vibration suppression target device. In general, in order to increase the reaction force of the actuator, an auxiliary mass (weight) is given to the mover. By attaching a vibration damping device using such a linear actuator to the vehicle body, the force applied to the vehicle body from the engine of the vehicle can be offset, so that vibration of the vehicle body can be reduced.
JP-A-10-049204 Japanese Patent Application Laid-Open No. 08-226489 JP 2004-343964 A

  Incidentally, in the vibration damping device disclosed in Patent Document 1, a linear actuator that is a vibration means is mounted in the vicinity of an engine that is a vibration generation source of the vehicle body. For example, the linear actuator described in Patent Document 3 is a vibration means. Even if it is to be retrofitted to the vehicle body, it may not be installed in the vicinity of the engine or the position to be damped for reasons of installation space. In such a case, it is necessary to move the mounting position of the vibration means away from the engine and the position where vibration is to be suppressed. However, the vibration source (engine), vibration means (linear actuator), position where vibration is to be suppressed (seat part) However, there is a problem that optimal vibration control force cannot be obtained. In other words, the transmission characteristic from the vibration source to the position where vibration is to be controlled differs from the transmission characteristic from the position where the vibration means is provided to the position where vibration is to be controlled. The amplitude and phase cannot be determined uniquely from the engine speed. Each transfer characteristic is determined by the rigidity of the vehicle body, the response to the command of the vibration means, the filter characteristic of the acceleration sensor, and the like.

  In order to solve such a problem, the vibration damping device of Patent Document 2 predicts the generated vibration based on the vibration transmission characteristics, and determines the phase and amplitude of the damping force to be generated by the vibrating means. Therefore, vibration suppression control can be performed in consideration of vibration transfer characteristics.

  However, the characteristics of the vehicle body stiffness, etc. that determine the vibration transfer characteristics change due to aging and temperature changes, so the phase characteristics of the vibration transfer characteristics may change according to the changes in the vehicle body characteristics. In this case, there is a problem that an expected vibration control effect cannot be obtained even if the vibration suppression control is performed in consideration of the vibration transfer characteristics obtained in advance.

  The present invention has been made in view of such circumstances, and in a device subject to vibration suppression, even if vibration transmission characteristics from the vibration excitation means to the vibration detection means occur, the vibration suppression effect can be maintained. An object is to provide a vibration device.

  The vibration damping device of the present invention is provided with vibration detecting means for detecting vibration at a position to be damped transmitted from a vibration generating source and outputting it as a vibration signal, and provided at a position different from the position to be damped. Calculation that approximates the phase difference between the vibration means that generates a damping force for canceling the vibration at the position to be damped, and the reference signal having the frequency component of the vibration generated by the vibration source. A phase calculating means for calculating a phase signal; an amplitude characteristic of a reverse characteristic of a vibration transmission characteristic from the excitation means to the vibration detecting means; A vibration command generation means for outputting a vibration command for generating a phase, a phase extraction means for outputting an extracted phase signal that is a phase difference between the vibration signal and the reference wave, a phase characteristic of the reverse characteristic, and the The calculated phase signal and the extraction Characterized in that it comprises a phase correction means for correcting the reference wave phase and a difference signal between the phase signal is input to the command generating means and said vibration.

According to the present invention, as shown in FIG. 1, the vibration detection means 200 detects the vibration at the position to be damped transmitted from the vibration source 100, and uses the phase calculation means 300 and the phase extraction means as vibration signals. Output to 400.
The phase calculating means 300 generates a phase signal that approximates the phase difference between the vibration signal and the reference wave having substantially the same frequency as the vibration generated by the vibration generating source 100 and the amplitude of the vibration signal, and generates the excitation command. Output to means 600.
The phase extracting unit 400 outputs an extracted phase signal that is a phase difference between the vibration signal and the reference wave to the phase correcting unit 500.

  On the other hand, the phase correction unit 500 outputs the phase-corrected reference wave to the vibration command generation unit 600. Here, the phase correction reference wave output to the vibration command generation means 600 includes a phase angle obtained from a phase characteristic opposite to the vibration transfer characteristic from the vibration means 700 to the vibration detection means 200, a calculated phase signal, The phase correction amount set so that the value obtained from the difference from the extracted phase signal becomes 0 (zero) is phase-corrected as a phase correction value. The vibration transmission characteristic from the vibration means 700 to the vibration detection means 200 is preferably a transmission from an excitation force before aging or temperature change or an input current to the vibration means 700 to an acceleration at a vibration detection position. Means function G. Any type of input / output may be used, for example, from the excitation force to the displacement at the vibration detection position, or the transfer function from the input voltage to the vibration means 700 to the vibration detection speed. The phase characteristic of the inverse characteristic 1 / G indicates a phase difference between the excitation force and the acceleration at the frequency of the vibration generated by the vibration source 100. Here, the inverse characteristic 1 / G may not accurately reproduce the inverse characteristic of the vibration transfer characteristic from the vibration means 700 to the vibration detection means 200. For example, the amplitude characteristic or the phase characteristic has a constant value for all frequencies. There may be. Note that the inverse characteristic of the vibration transfer characteristic may be measured and stored in a table in advance so that the amplitude and phase can be output in accordance with the frequency of vibration generated by the vibration source 100. The phase correction amount is a phase angle obtained by adding or subtracting a preset phase angle according to a value obtained from the difference between the calculated phase signal and the extracted phase signal. The preset phase angle may be a constant value, or may be set for each sign or size of the value obtained from the difference between the calculated phase signal and the extracted phase signal, or for each frequency of the vibration source 100. good.

The vibration command generation unit 600 outputs the vibration command to the vibration unit 700. Here, the vibration command is a correction of the phase and amplitude of the phase correction reference wave output from the phase correction means 500. That is, the excitation command is a value obtained by dividing the approximate amplitude by the amplitude of the inverse characteristic, the angular frequency is equal to each frequency of vibration at the position to be controlled, and the angular frequency is Is a vibration waveform composed of the approximated phase difference of the calculated phase signal, the phase angle obtained from the inverse characteristic, and the phase correction amount.
The vibration means 700 suppresses the vibration at the position to be damped by oscillating a position different from the position to be damped by the vibration command output from the vibration command generation means 600.

That is, according to the present invention, first, as the vibration command, a reference wave that takes into account the reverse characteristic of the vibration transfer characteristic from the vibration means 700 before the secular change or temperature change to the position to be damped is applied. By using this as the vibration command, even when the installation position of the vibration source 100 and the vibration means 700 and the position to be damped are different, the vibration at the position to be damped can be suppressed. Furthermore, even if the vibration transfer characteristics change due to secular change, temperature change, etc., the difference between before and after the change of vibration transfer characteristics can be determined by the approximate amplitude or phase difference and phase correction amount. It can be corrected autonomously to eliminate. Therefore, even after the vibration damping device of the present invention is installed in the vibration suppression target device, even if the vibration transmission characteristic changes due to secular change or the like in the vibration suppression target device, the control obtained before the secular change or the like is obtained. The vibration effect can be maintained.
For example, when the reverse characteristic is a constant reverse characteristic with the amplitude characteristic or the phase characteristic being a constant value for all frequencies, the vibration damping device transmits the vibration transfer characteristic from the actual excitation means 700 to the vibration detection means 200. Therefore, the damping force can be generated so that there is no difference between the reverse characteristic and the constant reverse characteristic. For this reason, the damping force to be generated by the damping device is increased as compared with the case of using the reverse characteristics before the secular change or the like. Can be suppressed.

  Further, the present invention is characterized in that the vibration means is mounted on a vehicle body frame.

  According to the present invention, since the vibration means can be installed at any place where the vehicle body frame can be installed, the vibration damping device can be installed later on the vehicle. For this reason, vibrations felt by the occupant can be reduced by mounting a vibration control device even on a vehicle that does not have a vibration control device, and vibration transmission characteristics change due to secular changes and the like. Even if the vibration at the power position changes, the vibration control effect obtained before the secular change can be maintained.

  A vehicle according to the present invention includes the vibration damping device according to claim 1 or 2.

  According to the present invention, even when the vibration transmission characteristics of the vehicle change due to aging, temperature changes, etc., the vibration damping effect can be kept almost unchanged from that before aging, etc. Can provide a comfortable ride. In addition, since the vibration damping device can autonomously correct the change in the vibration transmission characteristics, it is not necessary for the occupant to perform any complicated adjustment work.

  According to the present invention, even when the vibration transfer characteristic of the vibration control target device changes due to secular change, temperature change, etc., the excitation input to the excitation command generation means based on the vibration signal output from the vibration detection means. Since the amplitude and phase of the command can be corrected, the vibration control effect obtained before the vibration transfer characteristic is changed can be maintained.

  Hereinafter, a vibration damping device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a block diagram showing the configuration of the embodiment. In this figure, reference numeral 1 denotes an engine (vibration generation source) mounted on the vehicle to generate a driving force for driving the vehicle such as an automobile, and is a generation source of vibration generated in the vehicle. Reference numeral 10 includes an auxiliary mass 11 having a predetermined mass, and a linear actuator that generates a damping force for suppressing vibration generated in the vehicle by a reaction force obtained by vibrating the auxiliary mass 11 (hereinafter referred to as a linear actuator). , Referred to as an actuator, “vibration means”). Reference numeral 2 denotes a vehicle body frame of the vehicle. The engine 1 is mounted by an engine mount 1m, and the actuator 10 is mounted at a predetermined position. Here, the actuator 10 is assumed to suppress and control the vibration in the vertical direction (gravity direction) generated in the vehicle body frame 2.

  Reference numeral 3 denotes a control unit that performs control to generate vibration damping force in the actuator 10 and suppress vibration generated in the vehicle. Reference numeral 4 denotes an amplifier that supplies a current for driving the actuator 10 to the actuator 10 based on a command value output from the control unit 3. Reference numeral 5 denotes an acceleration sensor (vibration detecting means) mounted in the vicinity of a passenger seat 6 in the vehicle. Based on the engine pulse signal (ignition timing signal) output from the engine 1 and the acceleration sensor output signal output from the acceleration sensor 5, the control unit 3 obtains an excitation command for driving the actuator 10, Output to the amplifier 4. Based on this excitation command, the amplifier 4 obtains a current value to be supplied to the actuator 10 and supplies it to the actuator 10 so that the auxiliary mass reciprocates (in the example shown in FIG. ) And the reaction force can be used to reduce the vibration generated in the vicinity of the seat, which is the position to be damped.

  Here, a detailed configuration of the actuator 10 shown in FIG. 2 will be described with reference to FIG. FIG. 3 is a diagram showing a detailed configuration of the actuator 10 shown in FIG. In this figure, reference numeral 12 denotes a stator having a permanent magnet, which is fixed to the vehicle body frame 2. Reference numeral 13 denotes a mover that reciprocates in the same direction as the vibration direction to be suppressed (up and down movement on the paper surface of FIG. 3). Here, the body frame 2 is fixed to the body frame 2 so that the vibration direction to be suppressed coincides with the reciprocating direction (thrust direction) of the mover 13. Reference numeral 14 denotes a leaf spring that supports the movable element 13 and the auxiliary mass 11 so as to be movable in the thrust direction, and is fixed to the stator 12. Reference numeral 15 denotes a shaft that joins the mover 13 and the auxiliary mass 11 and is supported by a leaf spring 14. The actuator 10 and the auxiliary mass 11 constitute a dynamic vibration absorber.

  Next, the operation of the actuator 10 shown in FIG. 3 will be described. When an alternating current (sine wave current, rectangular wave current) is passed through a coil (not shown) constituting the actuator 10, the magnetic flux is changed from the S pole to the N pole in the permanent magnet in a state where a current in a predetermined direction flows through the coil. As a result, a magnetic flux loop is formed. As a result, the mover 13 moves in a direction against gravity (upward). On the other hand, when a current in a direction opposite to the predetermined direction is applied to the coil, the mover 13 moves in the direction of gravity (downward). The mover 13 repeats the above operation by alternately changing the direction of current flow to the coil by the alternating current, and reciprocates in the axial direction of the shaft 15 with respect to the stator 12. Thereby, the auxiliary mass 11 joined to the shaft 15 vibrates in the vertical direction. A dynamic vibration absorber composed of the actuator 10 and the auxiliary mass 11 is generated in the vehicle body frame 2 by controlling the acceleration of the auxiliary mass 11 and adjusting the damping force based on the current control signal output from the amplifier 4. The vibration can be reduced by canceling the vibration.

  Next, with reference to FIG. 5, the vibration transmission characteristics of the vehicle body frame 2 shown in FIG. 2 will be described. Here, the vibration source of the vehicle body frame 2 is assumed to be the engine 1 alone, and the vibration generated in the vehicle body frame 2 is described as suppressing the vibration generated in the vicinity of the passenger seat (driver's seat) 6. . The engine pulse for driving the engine 1 is a pulse that rises at the timing of ignition, and is output as a 40 Hz pulse signal if the rotational speed of the 4-cylinder engine 1 is 1200 rpm (FIG. 5 ( a)). In response to the engine pulse, each cylinder of the engine 1 is ignited, and vibrations synchronized with the ignition timing are generated from the engine 1 (see FIG. 5B). Vibration waves generated in the engine 1 reach the seat 6 through the vehicle body frame 2. The vibration transmission characteristic of the vehicle body frame 2 at this time is G ′. The vibration generated in the engine 1 changes in phase (for example, delayed by θ ′) and changes in amplitude due to the vibration transfer characteristic G ′ of the vehicle body frame 2 and appears as vibration of the seat 6. By detecting this vibration wave with the acceleration sensor 5, it is possible to detect the vibration generated in the seat 6 (see FIG. 5C). If vibration in the opposite phase of the vibration wave signal obtained by the acceleration sensor 5 (vibration wave indicated by a broken line in FIG. 5) is generated at the position of the seat 6, the vibration generated in the seat 6 can be canceled out. The vibration of the seat 6 can be suppressed.

  However, it may not be possible to provide a vibration source that generates a damping force for suppressing vibrations in the vicinity of the seat 6 due to vehicle layout limitations. Therefore, the actuator 10 shown in FIG. 2 may have to be provided at a position different from the position where vibration should be suppressed (position where the acceleration sensor 5 is provided). Therefore, the damping force generated by vibrating the auxiliary mass 11 is transmitted through the body frame 2 and reaches the seat 6. At this time, the phase and amplitude of the vibration wave generated in the actuator 10 change due to the transfer characteristic G of the body frame 2. Therefore, the vibration wave to be generated by the actuator 10 takes into account the phase change and amplitude change based on the vibration transfer characteristic G from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5 (position of the seat 6) (for example, , The phase is advanced by θ, the amplitude is increased, etc.), and a signal having an opposite phase to the output signal of the acceleration sensor 5 must be generated (see FIG. 5D). Therefore, if the damping force is generated in consideration of the phase change and the amplitude change based on the vibration transfer characteristic G from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5 (the position of the seat 6), the expected control is achieved. A vibration effect can be obtained. However, since the vibration transfer characteristic G changes due to secular change, temperature change, etc., the present invention corrects the vibration wave that the actuator 10 should generate in accordance with the change of the vibration transfer characteristic, so that the characteristic change occurs. Thus, even if the vibration transfer characteristic changes, an expected damping effect can be obtained.

Next, referring to FIG. 4, the control unit 3 shown in FIG. 2 considers the phase change and amplitude change based on the vibration transfer characteristic G from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5. An operation of generating a vibration command for causing the means to generate a damping force will be described.
The control unit 3 generates an excitation command in which the amplitude and phase of the generated vibration wave are corrected according to the change in the vibration transfer characteristic. FIG. 4 is a control block diagram showing a detailed configuration of the control unit 3 shown in FIG.
The control unit 3 inputs the output signal of the acceleration sensor 5 and the engine pulse signal of the engine 1 and outputs an excitation command to the amplifier 4.

  First, the control unit 3 generates an excitation command for generating a damping force in consideration of a phase change and an amplitude change based on the vibration transfer characteristic G from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5. The basic operation will be described.

  The BPF (band pass filter) 50 outputs Asin (ωt + φ) as a vibration signal among the output signals of the acceleration sensor 5. Here, Asin (ωt + φ) is a component of the frequency f of the engine pulse signal detected by the frequency detector 31 (ω = 2πf). The vibration signal output from the BPF 50 is a signal obtained by detecting the vibration generated at the present time. That is, since this vibration signal is a detection signal of vibration generated using the engine 1 as a vibration source, a signal in which the phase of the vibration signal is inverted is generated, and the vibration transfer characteristic G Is given to the amplifier 4 and output to the amplifier 4 to control the vibration generated by the engine 1 as a vibration source.

The vibration signal (Asin (ωt + φ)) output from the BPF 50 is multiplied by the convergence gain 2μ. The multipliers 33 and 34 multiply the multiplication results by the reference sine wave sin (ωt) and the reference cosine wave cos (ωt) output from the sine wave transmitter 32, respectively, and output the result to the integrators 35 and 36. . The integrators 35 and 36 integrate the outputs from the multipliers 33 and 34 and output signals having both an amplitude correction component and a phase difference component, respectively. In other words, the integrator 35 outputs the calculated phase signal (−A′cosφ ′), and the integrator 36 outputs the calculated phase signal (−A′sinφ ′). In FIG. 3 and the following description, the components detected by the acceleration sensor 5 are expressed as “A” and “φ”, and the components generated in the control unit 3 are “A ′” and “φ ′”. Is written.
The integrators 35 and 36 output the calculated phase signals (−A′sinφ ′, −A′cosφ ′) to the phase difference vector extraction unit 60 and the multipliers 39 and 40.

The sine wave oscillator 32 generates a reference angle ωt from a frequency f of the engine pulse signal detected by the frequency detection unit 31 by a built-in electrical angle generation unit (not shown), and from the reference angle ωt, the reference wave sin (ωt) and reference wave cos (ωt) are output.
The value setting unit 37 includes an amplitude table and a phase table for the frequency f of the engine pulse signal. In these two tables, the result of the pre-measurement of the vibration transfer characteristics from the vibration means to the vibration detection means, that is, the transfer function G from the generated force of the actuator to the acceleration detected by the acceleration sensor before aging and temperature change. Based on the above, the amplitude component | 1 / G (jω) | and the phase component ∠1 / G (jω), which are the opposite characteristics, are recorded. The value setting unit 37 receives the frequency f of the engine pulse signal detected by the frequency detection unit 31, and the phase component ∠1 / G (jω) and the amplitude component | 1 / G (jω) related to the frequency f. | Is read from each of the two tables. Then, the value setting unit 37 outputs the phase component as P to the adder 61 and outputs the amplitude component as (1 / G) to the multipliers 64 and 65.

  The amplitude detection unit 66 performs full-wave rectification on the vibration signal Asin (ωt + φ) by the absolute value circuit ABS 66a, removes the 2f component that is twice the frequency component of the reference wave by the notch filter 66b, and uses the low-pass filter LPF 66c. After removing the high frequency component, the amplitude component A is extracted by multiplying by π / 2 by the amplifier 66d. The output A of the amplitude detector 66 is supplied to a divider 68. The divider 68 divides the amplitude signal Asin (ωt + φ) output from the BPF 50 by the output A from the amplitude detector 66 and outputs the vibration signal sin (ωt + φ) to the multipliers 55 and 56.

  Multipliers 55 and 56 multiply 2sin ωt and 2 cos ωt obtained by multiplying the reference wave output from the sine wave oscillator 32 by 2 and the division result sin (ωt + φ) output from the divider 68 to obtain a multiplication result (2 sin ωt · sin (Ωt + φ), 2 cos ωt · sin (ωt + φ)) is output. The multiplication result is output to the phase vector extraction unit 60 as the extracted phase signals cosφ and sinφ after the double component of the frequency f is removed by the notch filter 58 and the high frequency component is removed by the LPF 59.

The phase difference vector extraction unit 60 receives the extracted phase signals cosφ and sinφ output from the LPF 59 and the calculated phase signals −A′cosφ ′ and −A′sinφ ′ output from the integrators 35 and 36. In addition, the following first characteristic value α and second characteristic value β are calculated by the addition theorem.
α = sinφ · A′cosφ′−cosφ · A′sinφ ′ = A′sin (Δφ)
β = cosφ · A′cosφ ′ + sinφ · A′sinφ ′ = A′cos (Δφ)
However, Δφ = φ−φ ′.
Note that the characteristic values α and β have sine and cosine components, respectively. If α is taken on the vertical axis and β is taken on the horizontal axis in polar coordinates, the angle between the phase difference vector (β, α) and the horizontal axis is Δφ and the radius of the phase difference vector represent the amplitude A ′. FIG. 9 shows the phase difference vector (β, α) in polar coordinates.

Here, Δφ is the difference between the component φ detected by the acceleration sensor 5 and the component φ ′ generated in the control unit 3 and is a numerical value of the change in vibration transfer characteristics due to secular change or the like. That is, as the vibration transfer characteristic in the actual vehicle body differs from the vibration transfer characteristic stored in the value setting unit 37 due to secular change or the like, Δφ becomes farther from zero.
In the present invention, as shown in FIG. 9, the phase of the vibration command is corrected by the phase correction amount Δp so that Δφ becomes zero. Hereinafter, the phase correction amount Δp will be described.

  The phase correction block 63 outputs a phase correction amount Δp based on α calculated by the phase difference vector extraction unit 60. This phase correction amount Δp is for correcting the phases of sin (ωt + P) and cos (ωt + P) output from the sine wave oscillator 38 to be sin (ωt + P + Δp) and cos (ωt + P + Δp). Hereinafter, a method for calculating the phase correction amount Δp will be described.

  First, a case where there is no change over time and the vibration transfer characteristic G does not change will be described. At this time, the vibration signal Asin (ωt + φ) and the signal (−A′sin (ωt + φ ′)) generated in the control unit 3 are in opposite phases as shown in FIG. 6, so Δφ = φ−φ From α = 0, α = 0. Note that (−A ′ / G) sin (ωt + P + φ ′) obtained by adding the amplitude component (1 / G) and phase component P output from the value setting unit to the generated signal (−A′sin (ωt + φ ′)) is This signal is output as an excitation command. That is, (−A ′ / G) is the amplitude value of the vibration command taking into account the vibration transfer characteristic G from the vibration means to the position where vibration is to be suppressed, and P + φ ′ is vibration suppression from the vibration means for the vibration signal. This is the phase difference of the excitation command in consideration of the vibration transfer characteristic G up to the power position. At this time, the vibration transmitted from the vibration generating source and the damping force generated by the vibrating means cancel each other, so that the vibration at the position to be controlled is suppressed without performing phase correction.

  Next, the case where the vibration transfer characteristic G changes due to secular change or the like will be described. At this time, the generated signal is in a state of a phase advance of Δφ as shown in FIG. 7 (0 ≦ Δφ ≦ π) or a phase delay of Δφ as shown in FIG. 8 (−π ≦ Δφ ≦ 0) with respect to the vibration signal. It becomes. That is, α> 0 in the case of a phase advance of Δφ, and α <0 in the case of a phase delay of Δφ. The phase correction block 63 corrects the phase of the phase-corrected reference wave input to the vibration means using the phase correction amount Δp when α ≠ 0.

Here, a method of calculating the phase correction amount Δp will be described. The phase correction amount Δp is a function of the vibration generation source, that is, the vibration frequency f of the engine pulse signal, and is defined by the following equation.
Δp (f, n) = Δp (f, n−m) (α = 0)
Δp (f, n) = Δp (f, n−m) −h (α> 0)
Δp (f, n) = Δp (f, n−m) + h (α <0)
Here, n and m are integers of n ≧ m, and h is a preset fixed angle as described above. That is, the phase correction amount Δp (f, n) in a certain sampling period is obtained by adding or subtracting 0 or h to Δp (f, mn) before the m sampling period. Further, h is preferably a small value such as 1 °. This is because if the correction by h, that is, Δp is increased, the control may become unstable. Since changes in characteristics due to secular change do not change greatly in a short time, it is preferable that the value to be corrected at a time is set to a small value, and correction is made gradually while keeping the control operation stable.

The phase correction block 63 determines whether α is positive or negative from the vibration signal and the generation signal. That is, when the sign of the vibration signal (Asin (ωt + φ)) is positive at the time of the zero cross point where the sign of the generated signal (−A′sin (ωt + φ ′)) changes from negative to positive, for example, the phase advance (α> 0), if negative, it is determined that the phase is delayed (α <0). Then, Δp where Δφ = 0 is calculated according to the value of α, and is output to the adder 61.
In this embodiment, the correction is made at the zero cross point. However, as will be described later, the control unit 3 according to the present invention can correct the phase not only at the zero cross point but also at an arbitrary time point.

  The adder 61 adds the phase correction amount Δp output from the phase correction block 63 to the phase component P output from the phase table of the value setting unit 37, and the addition result (P + Δp) is added to the sine wave transmitter 38. Output to.

  The sine wave oscillator 38 generates a reference angle ωt by a built-in electrical angle generator (not shown) based on the frequency f of the engine pulse signal. Then, based on the addition result (P + Δp) output from the adder 61, the reference waves sin ωt and cos ωt are corrected, and the corrected reference waves sin (ωt + P + Δp) and cos (ωt + P + Δp) are supplied to the multipliers 64 and 65, respectively. Output each.

The multipliers 64 and 65 multiply the amplitude 1 / G output from the amplitude table of the value setting unit 37 by the corrected reference wave sin (ωt + P + Δp) and cos (ωt + P + Δp), respectively, to obtain a signal (1 / G). sin (ωt + P + Δp), (1 / G) cos (ωt + P + Δp) is output to the multipliers 39 and 40.
The multipliers 39 and 40 are connected to the signals (1 / G) sin (ωt + P + Δp) and (1 / G) cos (ωt + P + Δp) and the calculated phase signals −A′cosφ ′ and −A ′ output from the integrators 35 and 36, respectively. The signals (−A ′ / G) cosφ′sin (ωt + P + Δp + φ ′) and (−A ′ / G) sinφ′cos (ωt + P + Δp + φ ′) are output to the adder 41 by multiplying by sinφ ′.
The adder 41 adds the signals (−A ′ / G) cosφ′sin (ωt + P + Δp + φ ′) and (−A ′ / G) sinφ′cos (ωt + P + Δp + φ ′), and uses the addition theorem to add the signal (−A '/ G) sin (ωt + P + Δp + φ') is calculated. As a result, with respect to the frequency component signal (Asin (ωt + φ)) in the vicinity of the frequency of the engine pulse signal (−1) for inverting the phase, the amplitude component (1 / G of the inverse characteristic of the vibration transfer characteristic G). ) And a phase difference component (P + Δp) including the phase correction amount Δp is added to the phase component. Then, the multiplier 41 outputs the addition result to the BPF 51.

The BPF 51 is a filter that passes frequencies near the frequency f. Note that f is the frequency of the engine pulse signal output from the frequency detector 31.
When the frequency to be controlled changes, in the transient state, there are multiple frequency components in the damping force. Therefore, for example, when the resonance frequency to be damped exists in the vicinity of the changed frequency, the damping force has a phase component different from the vibration phase that matches the resonance frequency and can reduce the resonance vibration. In some cases, the resonance frequency is vibrated and the control becomes unstable.
By removing the damping force other than the frequency to be damped by this BPF 51, it is possible to enhance the damping effect and prevent the control from becoming unstable.

The BPF 51 passes only the frequency near the frequency of the engine pulse signal with respect to the output from the adder 41, and outputs the signal (− (A ′ / G) sin (ωt + φ ′ + P + Δp)) to the amplifier 4. A signal output from the BPF 51 becomes an excitation command in consideration of a phase change and an amplitude change based on the vibration transfer characteristic G from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5.
When this excitation command is output to the amplifier 4, the auxiliary mass 11 vibrates and generates a damping force, thereby suppressing the vibration generated by the engine 1 detected by the acceleration sensor 5. At this time, the vibration damping force generated when the actuator 10 vibrates the auxiliary mass is a vibration damping force considering the phase change and amplitude change based on the vibration transfer characteristic G from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5. Since the force is a force, the generated vibration can be efficiently suppressed even if the position where the vibration is detected (the position of the seat 6) is different from the position where the damping force is generated.

  As described above, the vibration damping device in the embodiment of the present invention is based on the extracted phase signal that is the phase difference between the reference wave and the vibration signal, and the calculated phase signal that approximates the phase difference between the reference wave and the vibration signal. By calculating the phase correction amount Δp and correcting the phase component P by this Δp, the phase of the excitation command output from the control unit 3 can be adjusted. In other words, even if it is necessary to correct the vibration transfer characteristic G preset in the vibration damping device due to secular change or the like, the vibration damping device can autonomously correct the amount of change in G. Without having to make any corrective work, the vibration control effect before aging can be maintained.

  Further, while obtaining the amplitude component 1 / G and the phase component P from the inverse characteristic table based on the frequency f of the engine pulse signal, the calculated phase signal based on the acceleration sensor output signal and the extracted phase signal based on the reference wave are used. A phase correction amount Δp is obtained and multiplied to calculate an excitation command. Therefore, for example, the calculation process can be simplified and the calculation time can be shortened as compared with the case where the inverse characteristic itself is calculated from the engine pulse signal and the acceleration sensor output signal. That is, not only can the control with good responsiveness be realized, but also the circuit necessary for the calculation can be configured at low cost, so that it is possible to provide the user with a vibration control device that is inexpensive and has high vibration control performance.

  Further, since the damping force is generated by taking into account the reverse characteristic of the vibration transmission characteristic from the vibration means to the vibration detection means, the actuator 10 as the vibration means can be placed at an arbitrary position on the body frame 2. Can be installed later. Therefore, for example, even when retrofitted to a used vehicle that has undergone aging, vibration control can be performed without requiring any complicated adjustment work. It is also possible to install it from the beginning on a new vehicle that does not change over time.

In the above description, the case where vibration in the vertical direction (gravity direction) generated in the body frame 2 is controlled has been described. However, the direction of vibration to be controlled is not limited to the vertical direction, and vibration detection is performed. The detection position and direction of the means and the vibration position and direction of the vibration means can be changed as appropriate. For example, if the detection means is installed on the vehicle handle, vibration transmitted from the handle to the driver's hand can be reduced without being affected by aging.
Further, the linear actuator 10 shown in FIG. 2 is used to generate a damping force. However, any driving source that can generate a reaction force that can suppress vibration by vibrating the auxiliary mass 11 can be used. For example, any means for vibrating the auxiliary mass 11 may be used.

  The phase correction block 63 determines the phase correction amount when Δφ, which is the difference between the component φ detected by the acceleration sensor 5 and the component φ ′ generated in the control unit 3, is smaller than a predetermined threshold. Update may not be performed or phase correction may not be performed. In other words, by providing a dead zone for phase correction, even if a minute frequency change occurs transiently at the vibration source or the position to be controlled, the control unit will not follow the change excessively and control will not be possible. Stabilization can be prevented. Note that whether or not the control tends to become unstable is also affected by whether or not the vibration of the vibration source is in the vicinity of the resonance frequency to be controlled, so the above-described threshold value may be set for each frequency. , It may be a constant value regardless of the frequency.

  The phase correction block 63 may update the phase correction amount or correct the phase when the frequency f of the vibration source is continuously detected within a preset range for a preset number of times. good. For example, when 10 samplings of the frequency of f ± 1 Hz are detected, the phase correction amount is updated or the phase correction is performed, so that a minute frequency change is transiently changed at the vibration source or the position to be controlled. Even if it occurs, it is possible to prevent the control from becoming unstable due to the control unit following the change excessively. Note that whether or not the control tends to become unstable is also affected by whether or not the vibration of the vibration source is in the vicinity of the resonance frequency to be controlled, so the above setting range or number of times is set for each frequency. Alternatively, it may be a constant value regardless of the frequency.

  The phase correction block 63 updates the phase correction amount or corrects the phase when the amplitude of the excitation command is continuously output to the amplifier 4 within a preset range for a preset number of times. May be. For example, when the amplitude fluctuation of the vibration command is within the range of ± 2% and 10 samples are output, the phase correction amount is updated or the phase correction is performed, so that the vibration source or the position to be controlled is controlled. Even when a minute change in frequency occurs transiently, it is possible to prevent the control from becoming unstable due to the controller following the change excessively. Note that whether or not the control tends to become unstable is also affected by whether or not the vibration of the vibration source is in the vicinity of the resonance frequency to be controlled, so the above setting range or number of times is set for each frequency. Alternatively, it may be a constant value regardless of the frequency.

  Further, the phase correction block 63 may update the phase correction amount or correct the phase when the acceleration amplitude detected by the acceleration sensor 5 is larger than a preset threshold value. For example, if the position to be damped is the seat of a vehicle, the acceleration amplitude of vibration that a seated person feels large is set as a threshold value, and if it is above the threshold value, the occupant is surely damped. While providing a comfortable riding comfort, the calculation load can be reduced and the calculation error can be prevented due to the quantization error because the phase correction amount is not updated or the phase correction is not performed when it is below the threshold. Note that, for example, since vibrations that are easily felt by humans vary depending on the frequency, the above-described threshold value may be set for each frequency, or may be a constant value regardless of the frequency.

  Further, the phase correction block 63 may change the phase correction amount Δp depending on the quadrant in which the phase difference vector appears in the polar coordinates of FIG. For example, by setting the size of the fixed angle h for each quadrant in which the phase difference vector appears, when the phase difference vector appears in the first or fourth quadrant, the phase correction amount is reduced, and in the second or third quadrant. If it appears, increase the phase correction amount. That is, vibration can be effectively suppressed by changing the phase correction amount Δp according to the magnitude of the difference Δφ.

  Further, the phase correction block 63 receives the first characteristic value α and the second characteristic value β calculated by the phase difference vector extraction unit 60, and changes the phase correction amount Δp according to the magnitude of the difference Δφ. Also good. For example, by setting the size of the fixed angle h for each absolute value of Δφ, h is increased as the absolute value of Δφ is increased, and h is decreased as Δφ approaches 0. That is, vibration can be effectively suppressed by changing the phase correction amount Δp according to the magnitude of the difference Δφ.

  The control unit 3 is also used as a phase calculation unit, a phase extraction unit, a phase correction unit, and an excitation command generation unit. Specifically, a multiplier having a convergence gain of 2 μ, multipliers 33 and 34, and integrators 35 and 36 function as phase calculation means, and include an amplitude detector 66, a divider 68, multipliers 55 and 56, and a notch filter 58. The LPF 59 functions as phase extraction means. The phase difference vector extraction unit 60, the phase correction block 63, the value setting unit 37, the adder 61, and the sine wave oscillator 38 function as phase correction means, and the multipliers 39, 40, 64, 65 and the adder 41 are , Functions as a vibration command generation means.

  The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

  The vibration damping device according to the present invention can be applied to a vibration suppressing application in a case where a position where vibration is to be suppressed and a position where a damping force is generated are different. Further, in the above description, the vibration suppression target is described as being a vehicle body frame. However, the device to be controlled by the vibration suppression device of the present invention does not necessarily have to be a vehicle body frame. It may be a car body or a robot arm.

It is a block diagram which shows the damping device which concerns on this invention for every function. It is a block diagram which shows the structure of one Embodiment of this invention. FIG. 3 is a schematic diagram illustrating a configuration of an actuator 10 illustrated in FIG. 2. It is a block diagram which shows the structure of the control part 3 shown in FIG. It is explanatory drawing which shows the vibration transmission characteristics G and G 'of the vehicle body frame 2 shown in FIG. It is explanatory drawing which shows the phase shift state of the produced | generated signal and the detected signal. It is explanatory drawing which shows the phase shift state of the produced | generated signal and the detected signal. It is explanatory drawing which shows the phase shift state of the produced | generated signal and the detected signal. It is explanatory drawing which shows the relationship between 1st characteristic value (alpha) and 2nd characteristic value (beta).

Explanation of symbols

1 Engine (vibration source)
3 Control unit (phase calculation means, phase extraction means, phase correction means, excitation command generation means)
5 Acceleration sensor (vibration detection means)
10 Actuator (Excitation means)
33, 34 Multiplier 35, 36 Integrator 38 Sine wave transmitter 39, 40, 64, 65 Integrator 41 Adder 55, 56 Multiplier 58 Notch filter 59 LPF
60 Phase difference vector extraction unit 61 Adder 63 Phase correction block 66 Amplitude detection unit 68 Divider

Claims (3)

A vibration detection means for detecting vibration at a position to be damped transmitted from a vibration source and outputting it as a vibration signal;
An excitation means that is provided at a position different from the position to be damped and generates a damping force for canceling vibration at the position to be damped;
Phase calculation means for calculating a calculated phase signal approximating a phase difference between the vibration signal and a reference wave having a frequency component of vibration generated by the vibration source;
From the calculated phase signal, the reference wave, and an amplitude characteristic opposite to the vibration transfer characteristic from the vibration means to the vibration detection means, the vibration means for causing the vibration means to generate the damping force A vibration command generating means for outputting a command;
Phase extraction means for outputting an extracted phase signal which is a phase difference between the vibration signal and the reference wave;
Phase correction means for correcting the phase of the reference wave input to the excitation command generation means from the phase characteristic of the reverse characteristic and the difference signal between the calculated phase signal and the extracted phase signal. A vibration control device.   The vibration damping device according to claim 1, wherein the vibration exciting unit is mounted on a vehicle body frame.   A vehicle comprising the vibration damping device according to claim 1.

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