JP4983720B2 - Vibration control device and vehicle - Google Patents

Description

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

  2. Description of the Related Art Conventionally, there has been known a vibration damping device that cancels vehicle vibrations by generating vibration damping force by a vibration means and actively vibrating vehicle vibrations caused by fluctuations in the output torque of a vehicle engine. More specifically, such a vibration damping device includes a linear actuator that is a vibration means provided in an engine that is a vibration generation source, a means that detects the rotational speed of the engine that is 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 to be damped by the adaptive control algorithm. Thus, the vibration generated from the engine that is 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 can be reduced.

  In addition, the vehicle at the predetermined point in the vehicle interior based on the vibration generator, the characteristic map storing the vibration transmission characteristics from the place where the vibrator is installed to the predetermined point in the vehicle interior, and the detection signal and the vibration transmission characteristic by the acceleration sensor. 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 that the movable element can reciprocate with respect to a stator is known as a vibrating means that performs reciprocating movement (for example, Patent Documents). 3). In this linear actuator, since the mover does not wear, the accuracy of shaft support does not deteriorate even after being used for a long time. Further, 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 disposed 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.
Japanese Patent Laid-Open No. 10-49204 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 going to be retrofitted to the vehicle body, it may not be installed in the vicinity of the engine or the position to be damped due to the 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) Therefore, there is a problem that optimal vibration control force cannot be obtained. That is, the transmission characteristic from the vibration source to the position to be damped is different from the transmission characteristic from the position where the oscillating means is provided to the position to be damped, so the damping force to be generated by the oscillating means 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 vibration damping force to be generated by the vibration excitation means. Therefore, vibration suppression control can be performed in consideration of vibration transfer characteristics.

  By considering each transfer characteristic as described above, as shown in FIG. 11, the vibration damping force F2 by the vibration means is applied to the vibration F1 transmitted from the vibration source at the position where vibration is to be suppressed. By being transmitted in almost opposite phase, the amplitude of the vibration damping force F2 is canceled out from the amplitude of the vibration F1, and the vibration F1 transmitted from the vibration source is suppressed to the vibration F3 as a vibration damping state. It becomes possible. Then, by repeatedly detecting the vibration F3 and adjusting the amplitude of the damping force F2 generated by the vibrating means based on the detected vibration F3, the amplitude of the damping force F2 is reduced from the vibration source. The value approximates the amplitude of the transmitted vibration F1, and the vibration amplitude at the position to be damped can be reduced as much as possible.

  However, by repeating the adjustment by the damping force F2, as shown in FIG. 12, the amplitude of the damping force F2 exceeds the amplitude of the vibration F1 transmitted from the vibration generating source and becomes larger than the amplitude. Overcompensation may occur. In this case, the phase of the detected vibration F3 is substantially the same as the vibration damping force F2 by the vibration means. Then, the control unit further increases the amplitude of the damping force F2 by the vibration means so as to decrease the amplitude of the detected vibration F3, so that the detected vibration F3 is further increased and controlled in the same phase. There was a problem that could not be shaken.

  The present invention has been made in view of the above-described circumstances, and can prevent the vibration at a position to be damped from being able to be damped due to the overcompensation state. An object is to provide a vibration damping device and a vehicle including the vibration damping device.

In order to solve the above problems, the present invention proposes the following means.
The vibration damping device of the present invention is provided at a position different from the position to be damped, with vibration detecting means for detecting vibration at a position to be damped transmitted from the vibration generating source and outputting it as a vibration signal, Approximate the phase difference between the vibration means for generating a damping force for canceling the vibration at the position to be damped, the vibration signal, and the reference wave having the vibration frequency of the vibration generated by the vibration source. Phase calculation means for calculating the calculated phase signal, excitation command generation means for outputting an excitation command for causing the excitation means to generate the damping force from the calculated phase signal and the reference wave; , Based on the phase extraction means for outputting an extracted phase signal that is a phase difference between the vibration signal and the reference wave, the calculated phase signal of the phase calculation means, and the extracted phase signal of the phase extraction means, In vibration suppression or overcompensation A overcompensation discriminating means for discriminating Luke, the phase calculating means, if 該過 compensation determination means has determined that the overcompensation state is characterized by to output to reduce the calculation phase signal.

Here, the vibration suppression state means that vibration detection means is generated by canceling vibration transmitted by the vibration generation source by generating a vibration suppression force by the vibration means 700 in FIG. A state in which the vibration signal detected and output at 200 is attenuated in a phase region including the same phase with respect to the vibration transmitted due to the vibration generation source 100. In other words, a phase region M ″ including an antiphase with reference to the phase of the damping force transmitted to the position to be damped by the vibration means 700 is shown in FIG. As described above, the phase difference of the vibration signal is Δφ ″, and the phase is output in a range satisfying (180 ° −q) ≦ Δφ ″ ≦ (180 ° + q).
The overcompensation state is a state in which the vibration signal detected and output by the vibration detection means 200 is generated in a phase region including an opposite phase to the vibration transmitted from the vibration generation source 100. Say. That is, the phase region including the same phase and other than the phase region M ″ with reference to the phase of the damping force transmitted to the position to be damped by the vibration unit 700 when the vibration signal from the vibration detecting unit 200 is transmitted. N ″, that is, 0 ≦ Δφ ″ <(180 ° −q), (180 ° + q) <Δφ ″ ≦ 360 °.
Here, q for determining the threshold value between the vibration suppression state and the overcompensation state is obtained based on the following relationship. In other words, in the limited state, the vibration is represented by a damping force represented by a sine wave having the same amplitude as that of the sine wave sin (ωt) having a period (2π / ω). When shaken, the synthesized result needs to be less than the amplitude of the original vibration. Therefore, q is 60 ° based on the relationship of sin (ωt) + sin (ωt + q) ≦ 1 and the addition theorem.

  According to this configuration, as shown in FIG. 1, the vibration detection means 200 detects the vibration at the position to be damped transmitted from the vibration generation 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 outputs a calculated phase signal approximating 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 to the vibration command generating means 600. To do. On the other hand, the phase extraction unit 400 outputs an extraction phase signal that is a phase difference between the vibration signal and the reference wave to the overcompensation determination unit 500. Then, the vibration command generation unit 600 outputs a vibration command to the vibration unit 700 from the calculated phase signal output from the phase calculation unit 300 and the reference wave. 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.

  Here, in the overcompensation determination unit 500, the vibration suppression state is determined by the vibration control force of the vibration unit 700 from the calculated phase signal calculated by the phase calculation unit 300 and the extracted phase signal extracted by the phase extraction unit 400. Or overcompensated. When it is determined that the vibration is controlled, the phase calculation unit 300 outputs a calculated phase signal based on the determination result, and the vibration command generation unit 600 outputs a vibration command value in the same manner. A vibration damping force is generated by the means 700. On the other hand, when it is determined that the state is an overcompensation state, the phase calculation means 300 outputs the calculated phase signal after being reduced based on the determination result. The amplitude of the damping force generated from the vibration means 700 is also reduced. For this reason, even if the vibration suppression state is changed to the overcompensation state, the vibration suppression state can be quickly restored, thereby preventing the overcompensation state from continuing to be suppressed. Can do.

  Further, in the vibration damping device of the present invention, the phase calculating means calculates a sine component and a cosine component as the calculated phase signal, and multiplies each by a common gain less than 1, thereby obtaining the calculated phase signal. It is characterized by decreasing.

  According to this configuration, the phase calculation unit calculates the sine component and the cosine component as the calculated phase signal, and each of the sine component and the cosine component is obtained when the determination result by the overcompensation determination unit is an overcompensation state. Is multiplied by a common gain of less than 1 to reduce the calculated phase signal. For this reason, it is possible to prevent the phase difference of the calculated phase signal with respect to the reference wave from changing in a direction that does not approximate the phase difference of the vibration signal as the calculated phase signal is decreased. Accordingly, it is possible to surely prevent the overcompensation state from being unable to be continuously suppressed while being effectively attenuated by the vibration suppression force of the vibration excitation unit.

  In the vibration damping device of the present invention, the phase calculating unit calculates a sine component and a cosine component as the calculated phase signal, and the phase extracting unit calculates a sine component and a cosine component as the extracted phase signal. And the overcompensation determining means calculates a difference between the calculated phase signal and the extracted phase signal based on the sine component and cosine component of the calculated phase signal and the sine component and cosine component of the extracted phase signal. It is characterized by calculating and discriminating whether it is a vibration suppression state or an overcompensation state from the difference.

  According to this configuration, the phase calculating unit calculates the sine component and the cosine component as the calculated phase signal, and the phase extracting unit extracts the sine component and the cosine component as the extracted phase signal, so that the calculated phase signal and A difference from the extracted phase signal can be calculated. Therefore, it is possible to accurately determine whether the vibration suppression state or the overcompensation state is based on this difference.

  In the vibration damping device of the present invention, the phase calculating unit calculates the sine component X1 and the cosine component Y1 as the calculated phase signal, and the phase extracting unit calculates the sine component X2 and the cosine component as the extracted phase signal. From the result of extracting Y2, the first characteristic value α calculated by the relational expression <α = X2 × Y1-Y2 * X1> and the second characteristic value calculated by the relational expression <β = Y2 × X1 + X2 × Y1> A phase difference vector extracting unit that outputs a characteristic value β, wherein the overcompensation determining unit is configured to set a ratio β / α between the first characteristic value and the second characteristic value to a preset threshold value. It is characterized by determining whether it is a vibration suppression state or an overcompensation state depending on whether it is large or small.

  According to this configuration, the phase difference vector extraction unit calculates the sine component and the cosine component as the calculated phase signal by the phase calculation unit, and the phase extraction unit extracts the sine component and the cosine component as the extracted phase signal. Based on these, the first characteristic value α and the second characteristic value β can be calculated. For this reason, the overcompensation discrimination means can accurately discriminate whether the vibration suppression state or the overcompensation state based on the ratio β / α of both and a preset threshold value.

  In the vibration damping device of the present invention, the phase calculation means includes a first multiplier that multiplies the vibration signal by a convergence gain and the reference wave, an integrator that integrates an output of the first multiplier, and overcompensation. And a second multiplier that is inserted into the integrator feedback path and multiplies a gain of less than one.

  According to this configuration, the phase calculation unit multiplies the input vibration signal by the convergence gain and the reference wave by the first multiplier and integrates by the integrator, thereby obtaining the position of the vibration signal with respect to the reference wave as the calculated phase signal. A signal approximating the phase difference can be calculated. Further, when the determination result by the overcompensation determination means is in the overcompensation state, a second multiplier is inserted in the feedback path in the integrator, multiplied by a gain of less than 1, and integrated. The calculated phase signal that is the integration result can be reduced and output, whereby the amplitude of the damping force generated from the vibration means by the vibration command means can be reduced.

The vibration damping device of the present invention is characterized in that the vibration means is mounted on a vehicle body frame.
According to this configuration, since the vibration exciting 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. Therefore, the vibration felt by the occupant can be reduced by mounting the vibration damping device even on a vehicle without the vibration damping device. In addition, even if the damping by the damping device is changed from the damping state to the overcompensation state at the position where the damping is to be performed, it can be quickly returned to the damping state, so that the overcompensation state continues. It is possible to prevent the user from shaking.

Moreover, the vehicle of this invention is provided with said damping device.
According to this configuration, it is possible to perform vibration suppression at a position where vibration is to be suppressed while preventing an overcompensation state from continuing to be suppressed, and provide a comfortable ride for the occupant. I can do it.

  According to the vibration damping device of the present invention, by providing the overcompensation determination unit and the phase calculation unit that outputs the calculated phase signal based on the determination result, vibration at a position where vibration suppression should be performed when the overcompensation state is achieved. The vibration transmitted due to the vibration generating source can be reliably suppressed while preventing the vibration from being suppressed.

  Hereinafter, a vibration damping device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 3 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 in order 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). These are referred to as “actuators” (excitation means). Reference numeral 2 denotes a vehicle body frame of the vehicle. The engine 1 is mounted by the engine mount 1m, and the actuator 10 is mounted at a predetermined position. Here, it is assumed that the actuator 10 suppresses and controls 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. The control unit 3 obtains an excitation command for driving the actuator 10 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. 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, with reference to FIG. 4, the detailed structure of the actuator 10 shown in FIG. 3 is demonstrated. FIG. 4 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. 4). 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. 4 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 when 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 (upward) against gravity. 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 the 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. As a result, 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. 3 will be described. Here, it is assumed that the vibration source of the vehicle body frame 2 is only the engine 1 and that vibrations generated in the vicinity of the passenger seat (driver's seat) 6 among vibrations generated in the vehicle body frame 2 are described. . 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 engine 1 of four cylinders is 1200 rpm (FIG. 6 ( 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 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 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 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 vibration in the vicinity of the seat 6 due to restrictions on the layout of the vehicle. For this reason, the actuator 10 shown in FIG. 3 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, It is necessary to generate a signal having a phase opposite to that of the output signal of the acceleration sensor 5 (see FIG. 6D). 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 aging, temperature change, etc., the present invention corrects the vibration wave to be generated by the actuator 10 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. 5, the control unit 3 shown in FIG. 3 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. Generates a vibration wave signal (vibration command) to generate a force, and determines whether the damping operation is in an overcompensation state based on the detected vibration. An operation for adjusting the amplitude of the vibration command will be described.
When generating the vibration wave signal, the control unit 3 generates a signal in which the phase of the vibration wave to be generated is corrected according to the change in the vibration transfer characteristic. FIG. 5 is a control block diagram showing a detailed configuration of the control unit 3 shown in FIG.
The control unit 3 inputs an output signal of the acceleration sensor 5 and an engine pulse signal of the engine 1 and outputs an excitation command to the amplifier 4.

  First, the control unit 3 considers 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, and generates a vibration wave signal ( The basic operation for generating the vibration command 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 occurring at the present time. That is, since this vibration signal is a detection signal of vibration generated by 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 with respect to the signal in which the phase is inverted is generated. Is given to the amplifier 4 and output to the amplifier 4 to control vibration generated by using the engine 1 as a vibration source.

Next, 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 a calculated phase signal (−A′cosφ ′), and the integrator 36 outputs a calculated phase signal (−A′sinφ ′). In FIG. 5 and the following description, components detected by the acceleration sensor 5 are expressed as “A” and “φ”, and components generated in the control unit 3 are expressed as “A ′” and “φ ′”. To do.
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 inputs 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 related to the frequency f obtained from the frequency f. / G (jω) | 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.

  The multipliers 55 and 56 multiply the reference wave output from the sine wave oscillator 32 by 2 sin ωt and 2 cos ωt, and the division result sin (ωt + φ) output from the divider 68 to multiply the result (2 sin ωt · sin). (Ωt + φ), 2 cos ωt · sin (ωt + φ)) is output. This 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 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. 10 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. 10, 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 a 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 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. Therefore, even if the position where vibration is detected (the position of the seat 6) is different from the position where the vibration suppression force is generated, the vibration is generated from the engine 1 serving as a vibration generation source at the position of the seat 6 where vibration is to be suppressed. As shown in FIG. 11, the vibration at the position of the seat 6 can be attenuated by transmitting the damping force against the vibration and canceling each other.

That is, as shown in FIG. 5, a vibration command is generated from the control unit 3, a vibration control force is generated from the actuator 10 based on the vibration command, and the vibration at the position of the seat 6 is attenuated by the vibration control force. Then, the vibration is detected by the acceleration sensor 5 in the attenuated state and fed back to the control unit 3 to generate the vibration command again. By repeating this, as shown in FIG. 11, the amplitude of the damping force transmitted to the position of the seat 6 approaches a value equal to the amplitude of the vibration transmitted from the engine 1. The amplitude of the vibration detected by the acceleration sensor 5 at the position approaches zero. In the vibration suppression state, the vibration suppression force generated and transmitted from the actuator 10 is inverted by the integrators 35 and 36, and thus has substantially the same phase as the vibration detected by the acceleration sensor 5. .
On the other hand, when the amplitude of the damping force transmitted to the position of the seat 6 becomes larger than the amplitude of the vibration transmitted from the engine 1, the acceleration sensor 5 causes the vibration having the opposite phase to the vibration detected in the damping state. Will be detected.

  That is, as shown in FIG. 12, the damping force is inverted by the integrators 34 and 35 in order to cancel the vibration generated from the engine 1, so that it is superimposed on the damping force transmitted from the acceleration sensor 5. It will be in the overcompensation state from which a vibration will be detected. If it will be in this state, the control part 3 will enlarge the amplitude of the vibration command further produced | generated based on the vibration amplitude detected with the acceleration sensor 5, and result control will diverge.

  Therefore, the control unit 3 includes an overcompensation determination unit 70, and the overcompensation determination unit 70 calculates phase signals (−A′sinφ ′, −A′cosφ ′) output from the integrators 35 and 36. And the extracted phase signal (sin φ, cos φ) output from the LPF 59 is used to determine whether the vibration suppression by the actuator 10 is in the above-described vibration suppression state or overcompensation state. When the overcompensation determination unit 70 determines that it is in the overcompensation state, it outputs the determination result as a signal, and the control unit 3 reduces the amplitude of the excitation command based on the determination result, and promptly controls it. Control is performed to return to the shaking state. Details are shown below.

  Here, in the above description, for the sake of easy explanation, the vibration suppression force at the position of the seat 6 and the vibration detected by the acceleration sensor 5 are in the same phase. The state is a state in which the vibration transmitted from the engine 1 can be attenuated by the vibration control force generated from the actuator 10, and with respect to the vibration control force to be transmitted to the seat 6 to be controlled, The phase difference of the vibration detected at the acceleration 5 as a result of the vibration suppression is defined as the phase region M including the same phase. Similarly, the overcompensation state is a state in which the amplitude of the damping force exceeds the amplitude of the vibration transmitted from the engine 1 and becomes larger than the amplitude, and is excited by the damping force. Yes, it is defined that the phase difference of the vibration detected at the acceleration 5 as a result of the vibration damping is the phase region N including the opposite phase with respect to the damping force to be transmitted to the seat 6 to be damped.

Here, the damping force generated from the actuator 10 has the same phase as the excitation command − (A ′ / G) sin (ωt + P + Δp + φ ′) generated by the control unit 3. Since it is influenced by the phase component (P + Δp) of the transfer characteristic G considered, the phase at the seat 6 to be damped becomes (ωt + φ ′). Therefore, the phase difference between the damping force transmitted to the seat 6 and the vibration detected by the acceleration sensor 5 is the difference Δφ between the phase difference φ ′ of the calculated phase signal and the phase difference φ of the extracted phase signal with respect to the reference wave. It can be expressed as
Thereby, as shown in FIG. 10, the phase region M to be in a vibration suppression state is expressed by a constant q,
−q ≦ Δφ ≦ + q
It is expressed as
Similarly, the phase region N in the overcompensation state is similarly determined by the constant q,
+ Q ≦ Δφ ≦ 360−q
It is expressed as
Here, Δφ is expressed as follows using the ratio α / β between the first characteristic value α and the second characteristic value β calculated by the phase difference vector extraction unit 60.
α / β = tanΔφ

From the above, the phase region M in the damping state is determined by the ratio α / β between the first characteristic value α and the second characteristic value β.
α / β ≦ tan (+ q) (where α ≧ 0), α / β ≧ tan (−q) (where α ≧ 0)
It is represented by
On the other hand, the phase region N to be overcompensated is
α / β ≧ tan (+ q) (where α ≧ 0), α / β ≦ tan (−q) (where α ≧ 0)
It is represented by
The constant q for determining the threshold values tan (+ q) and tan (−q) between the vibration suppression state and the overcompensation state is 60 degrees as described above. From this, tan (+ q) = √3, tan The phase regions M and N are expressed with (−q) = − √3 as a threshold value.

    That is, the overcompensation discriminating means 70 calculates and outputs the first calculated and output based on the calculated phase signal (−A′sinφ ′, −A′cosφ ′) and the extracted phase signal (sinφ, cosφ) by the phase difference vector extraction unit 60. Reference is made to one characteristic value α and a second characteristic value β. Then, the ratio α / β between the first characteristic value and the second characteristic value is calculated, and based on the ratio and the threshold value, it is determined whether the current state is the vibration suppression state or the overcompensation state. The determination signal is output to the switching units 70 and 71 provided in the feedback paths of the integrators 35 and 36.

The switchers 70 and 71 receive the determination signal corresponding to the vibration suppression state, add the outputs from the integrators 35 and 36 as they are, and calculate the phase signals (−A′sinφ ′, − A'cosφ ') is output as it is.
On the other hand, when the discrimination signals corresponding to the overcompensation state are input, the switching units 70 and 71 insert the multipliers (second multipliers) 73 and 74 in the feedback paths of the integrators 35 and 36, respectively. The multipliers 73 and 74 are set so as to be multiplied by a common gain of less than 1, and more specifically, for example, set to be multiplied by 0.99.

  For this reason, the amplitudes of the calculated phase signals (A′sinφ ′, A′cosφ ′) resulting from the integration by the integrators 35 and 36 are reduced, and are generated from the actuator 10 by the excitation command calculated from the calculated phase signal. The damping force to be reduced also decreases. As a result, the amplitude of the damping force that attenuates the amplitude of the vibration transmitted from the engine 1 decreases, so that even if the overdamped state is entered from the damping state, the vibration damping state is quickly restored. be able to. For this reason, it can be prevented that the overcompensation state continues and the control diverges and vibration control cannot be performed. Further, as described above, in each feedback path of the integrators 35 and 36, the output is reduced by multiplying the mutual common gain. Referring to FIG. 10, for example, when the sine component A′sinφ ′ and the cosine component A′cosφ ′ are reduced by a predetermined value, or when they are reduced by different gains, the phase difference vectors (α, β In other words, the difference Δφ representing the orientation of the reference phase changes, that is, the phase difference φ ′ of the calculated phase signal with respect to the reference wave changes in a direction that does not approximate the phase difference φ of the vibration signal with respect to the reference wave. On the other hand, as in the present embodiment, the direction of the phase difference vector (α, β) is changed by reducing both the sine component A′sinφ ′ and the cosine component A′cosφ ′ by multiplying by a common gain 0.99. Without changing, only the radius component changes, that is, only the amplitude A ′ can be reduced without changing the phase difference φ ′ of the calculated phase signal with respect to the reference wave. For this reason, it can be reliably prevented that the overcompensation state cannot be continuously suppressed while being effectively attenuated by the vibration suppression force of the actuator 10.

  Further, in the present embodiment, since the phase correction block 63 is provided as described above, a calculation that approximates the extracted phase signal, which is the phase difference between the reference wave and the vibration signal, and the phase difference between the reference wave and the vibration signal. By calculating a phase correction amount Δp from the phase signal and correcting the phase component P by this Δp, the phase of the vibration 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 of damping the vibration in the vertical direction (gravity direction) generated in the vehicle body frame 2 has been described. However, the direction of the 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 steering wheel of the vehicle, it is possible to reduce the vibration transmitted from the steering wheel to the driver's hand while preventing the overcompensation state from continuing to be suppressed.
Further, the linear actuator 10 shown in FIG. 3 is used to generate the damping force. However, the drive source can generate the reaction force that can suppress the vibration by vibrating the auxiliary mass 11. For example, any means for vibrating the auxiliary mass 11 may be used.

Further, every time the extracted phase signal and the calculated phase signal are input to the phase difference vector extraction unit 60, the phase of the vibration command is corrected, and the vibration command after the phase correction is output from the BPF 51. It is possible to quickly adjust the phase of the vibration command output from the. Therefore, even when a transient phase characteristic change occurs, effective damping can be performed by the damping force by the actuator 10.
In addition, since the vibration damping device is attached to the vehicle body frame 2, the vibration generated in the vehicle body frame 2 can be attenuated at the position to be damped. It is possible to prevent the passenger from feeling uncomfortable caused by the reduction.

  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, and multipliers 53, 54, 55, and 56. The notch filter 58 and the LPF 59 function as phase extraction means. The phase difference vector extraction unit 60, the phase correction block 63, 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 generate an excitation command. It functions as a means.

  Further, when performing phase correction, the phase correction block 63 may provide a dead zone so as not to perform phase correction for a phase shift smaller than a predetermined threshold value. By doing in this way, it can reduce that the damping vibration frequency changes at the time of phase stabilization. For this reason, it is possible to obtain a suitable damping effect against changes in vibration transmission characteristics due to secular change, temperature change, etc., while making the state of vibration at the position to be damped more stable.

  Further, the phase correction block 63 may perform the phase correction operation when the vibration from the vibration generation source (engine 1) is stable. Here, “vibration is stable” means that the value of the detected vibration frequency continues for a predetermined number of times. By doing so, it is possible to prevent correction when the fluctuation of the frequency of the vibration signal is transient, and to correct the phase only when the frequency of the vibration signal is stable. For this reason, it is possible to obtain a suitable damping effect against changes in vibration transmission characteristics due to secular changes, temperature changes, and the like, while preventing the state of vibration at the position to be controlled from becoming unstable.

  Further, the phase correction block 63 may perform the phase correction operation when the vibration command supplied to the amplifier 4 is stable. Here, “the vibration command is stable” means that the vibration command supplied to the amplifier 4 is a value close to a predetermined number of times (a fluctuation error is within 2%). By doing so, it is possible to prevent correction when the fluctuation of the amplitude of the vibration command is transient, and to correct the phase only when the amplitude of the vibration command is stable. . For this reason, it is possible to obtain a suitable damping effect against changes in vibration transmission characteristics due to secular change, temperature change, etc., while preventing the damping force transmitted to the position to be controlled from destabilizing. it can.

  Further, the phase correction block 63 may perform a phase correction operation when the amplitude of vibration detected by the acceleration sensor 5 is large. The term “vibration amplitude is large” as used herein means a case where the amplitude of the detected vibration is larger than a predetermined threshold value, which is a vibration that a human feels as a large vibration. In this way, when it is smaller than the threshold value, it is not corrected because the phase is sufficiently corrected, so that the calculation load can be reduced and erroneous calculation due to quantization error can be prevented. can do. For this reason, it is possible to perform damping at a position where damping should be performed efficiently and stably, while dealing with changes in vibration transmission characteristics due to changes over time, temperature changes, and the like.

  As aging and temperature change do not change within a very short time, there is no problem with phase correction after waiting for the control system to stabilize as described above, and when the control system is stable. By performing phase correction, it is possible to perform accurate phase correction.

Further, the phase correction block 63 may change the phase correction amount depending on in which quadrant in the polar coordinates of FIG. 10 the phase difference vector appears. For example, the phase correction amount may be decreased when the phase difference vector is in the first and fourth quadrants, and may be increased when the phase difference vector is in the second and third quadrants. Thereby, effective vibration suppression control according to the magnitude of the difference Δφ can be performed.
The phase difference vector extraction unit 60 outputs only the first characteristic value α to the phase correction block 63. However, the present invention is not limited to this, and outputs the first and second characteristic values α and β. Also good. Thereby, the phase correction block 63 can obtain the difference Δφ of the phase difference vector, and can perform more effective vibration suppression control according to the magnitude of the difference Δφ.
The technical scope of the present invention is not limited to the above 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. In the above description, the vibration suppression target is described as being a vehicle body frame. However, the vibration suppression target device according to the vibration suppression device of the present invention does not necessarily have to be a vehicle body frame. It may be a car body, a robot arm, or the like.

It is a block diagram which shows the damping device which concerns on this invention for every function. It is explanatory drawing which shows the relationship between a vibration suppression state and an overcompensation state, and the phase difference of an excitation command and a vibration signal. It is a block diagram which shows the structure of one Embodiment of this invention. It is a schematic diagram which shows the structure of the actuator 10 shown in FIG. 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 a damping state and a vibration state, and ratio (alpha) / (beta) of 1st characteristic value (alpha) and 2nd characteristic value (beta). It is explanatory drawing explaining a vibration suppression state. It is explanatory drawing explaining an overcompensation state.

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 (first multiplier)
35, 36 integrator 38 sine wave transmitter 39, 40, 64, 65 multiplier 41 adder 53, 54, 55, 56 multiplier 60 phase difference vector extraction unit 61 adder 70 compensation discrimination means 71, 72 switch 73 , 74 Multiplier (second multiplier)

Claims (7)

Vibration detection means for detecting vibration at a position to be damped transmitted from the 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 vibration frequency of vibration generated by the vibration source;
An excitation command generating means for outputting an excitation command for generating the damping force in the excitation means from the calculated phase signal and the reference wave;
Phase extraction means for outputting an extracted phase signal which is a phase difference between the vibration signal and the reference wave;
Overcompensation determining means for determining whether it is a damping state or an overcompensation state based on the calculated phase signal of the phase calculation means and the extracted phase signal of the phase extraction means;
The said phase calculation means reduces the said calculation phase signal, and outputs it, when this overcompensation discrimination | determination means discriminate | determines that it is an overcompensation state.   The phase calculating means calculates a sine component and a cosine component as the calculated phase signal, and reduces the calculated phase signal by multiplying each by a common gain less than 1. The vibration control device described in 1. The phase calculation means calculates a sine component and a cosine component as the calculated phase signal,
The phase extraction means extracts a sine component and a cosine component as the extraction phase signal,
The overcompensation determining means calculates a difference between the calculated phase signal and the extracted phase signal based on the sine component and cosine component of the calculated phase signal and the sine component and cosine component of the extracted phase signal, The vibration damping device according to claim 1, wherein the vibration damping state or the overcompensation state is determined from the difference. From the result of calculating the sine component X1 and the cosine component Y1 as the calculated phase signal by the phase calculating means and the result of extracting the sine component X2 and the cosine component Y2 as the extracted phase signal by the phase calculating means A phase difference vector that outputs a first characteristic value α calculated by <α = X2 × Y1−Y2 × X1> and a second characteristic value β calculated by a relational expression <β = Y2 × X1 + X2 × Y1>. With extraction means,
The overcompensation determining means determines whether the ratio β / α between the first characteristic value and the second characteristic value is greater or smaller than a preset threshold value. The vibration damping device according to claim 1, wherein the vibration damping device determines whether or not.   The phase calculating means includes a first multiplier that multiplies the vibration signal by a convergence gain and the reference wave, an integrator that integrates an output of the first multiplier, and a feedback path of the integrator in an overcompensated state. 5. The vibration damping device according to claim 1, further comprising a second multiplier that is inserted and multiplies a gain of less than 1. 5.   The vibration damping device according to any one of claims 1 to 5, wherein the vibration means is attached to a vehicle body frame.   A vehicle comprising the vibration damping device according to any one of claims 1 to 6.

Images