JP5131588B2 - Vibration control device - Google Patents

Description

  The present invention relates to a vibration damping device that suppresses vibration generated in a vehicle or the like.

  Conventionally, vibrations are detected in various parts of the vehicle where vibrations are to be suppressed by sensors provided in various parts of the vehicle, and the actuators are controlled based on the detected vibrations, whereby the vibrations are applied to the vehicle. 2. Description of the Related Art A vehicle vibration reduction device that performs vibration suppression by applying vibration that cancels out is known. (For example, refer to Patent Document 1).

  In this vibration reduction device, the optimum vibration reduction according to the running state of the vehicle can be achieved by changing the weight used to control the signals of the plurality of sensors in accordance with the speed of the vehicle and the engine speed. Has been done. In this vibration reduction device, a table obtained by measuring in advance the relationship between the rotational speed of the engine as the vibration source and the vibration mode of the vehicle by experiments or the like is prepared in advance and obtained by referring to this table. The drive signal of the actuator for vibration suppression is generated using the transfer function, and optimal control is not necessarily configured according to the drive capability of the actuator.

Japanese Patent No. 3320842 See paragraph 0039

  However, since the command signal for driving the actuator is generated using a transfer function based on the experimental value of the actual vehicle vibration mode, the driving force of the actuator is not always effective.

  In addition, even if the vibrations detected by the sensors provided in various parts of the vehicle are appropriately weighted and used for the control, there is a problem that the vibrations cannot be sufficiently suppressed in various parts where vibrations are to be suppressed. .

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vibration damping device capable of keeping a vibration level at a low state in various parts of a vehicle where vibrations are to be suppressed.

The configuration of the present invention for achieving the above object will be described with reference to FIG. 7. The present invention is generated via a transmission coefficient G1 of a vehicle body provided at a plurality of positions to be damped and from the engine 1 to the steering. Vibration detecting means (acceleration sensors) 5 and 7 for detecting vibrations generated from the engine 1 and vibrations generated from the engine 1 through a transmission coefficient G2 of the vehicle body to a predetermined position on the floor, and a predetermined vibration excitation position. Vibration means 10 that vibrates, the frequency detection means 38 that detects the vibration frequency of the vibration source 1, and vibration that causes the vibration means 10 to vibrate based on vibrations detected by the vibration detection means 5 and 7. A control unit (vibration command generation means) that generates a command, and the vibration detected by each vibration detection means according to the vibration frequency, is defined based on the vibration transfer function for each reference point weight By performing the weighting to each select the number, provided with a switching means 39 for adjusting the weighting of the output signal of the vibration detection means 5 and 7 supplied the control portion (vibration command generation means) 3, This is mainly when the vibration frequency is higher than the intermediate frequency corresponding to the intersection of the frequency characteristic of the transfer function at the A reference point (steering) and the frequency characteristic of the transfer function at the B reference point (floor). The vibration control device is a vibration control device capable of switching the main vibration control object to the other reference point when the vibration control object is set to any one of the reference points and the vibration frequency is lower than the intermediate frequency. the switching means 39, in the transition frequency region vibration frequency over a predetermined range of the high frequency side and the low frequency side from the intermediate frequency, the weighting factor of the one of the reference point gradually decreases Rutotomoni, wherein the weighting coefficients of the other reference point is one which changes a weighting gradually increases.
In FIG. 7, G1 represents a transfer function of the vehicle body from the vibration source 1 to the first vibration detection means 5, and G2 represents a transfer function of the vehicle body from the vibration source 1 to the second vibration detection means 5. ing.
According to this configuration, the vibration detected by the first and second vibration detection means is supplied to the control means with a predetermined weight according to the vibration frequency of the vibration source detected by the frequency detection means, and the vibration is detected. Since vibrations that should be generated are generated, even if the engine speed changes, the vibrations that are generated at multiple locations that are going to be controlled are suppressed by switching the vibration suppression target according to the engine speed It becomes possible to do.

  In addition, since the switching means of the present invention gradually changes the degree of weighting when the target vibration detection means is switched, the switching means from the vibration means accompanying the change in the vibration detection signal due to the switching of the target vibration detection means. The rapid fluctuation of the obtained damping force can be minimized.

The switching means of the present invention is characterized in that the weight of the signal to be supplied from the plurality of vibration detecting means is adjusted until it reaches zero.
According to this configuration, a signal can be supplied from any of the plurality of vibration detection means, and vibration at a target location where the vibration detection means is provided can be suppressed.

  According to the present invention, it is possible to appropriately suppress vibrations by driving the excitation means that has a smaller driving force than the original vibration source. In addition, since vibration detection means are provided at a plurality of positions to be controlled and the weight of the signal supplied from the vibration detection means is adjusted in accordance with the change in the vibration frequency of the vibration generation source, each vibration detection position Even if the vibration frequency generated at the time changes, the vibration level generated at each position where vibration is to be suppressed can be kept low while suppressing the occurrence of shock associated with the switching of the vibration detection means The effect of becoming.

  Hereinafter, a vibration damping device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the embodiment. In this figure, reference numeral 1 denotes an engine mounted on the vehicle in order to generate a driving force for driving the vehicle such as an automobile, and is a source of vibration generated in the vehicle. Since the vibration frequency generated from the engine 1 is proportional to the rotational speed of the engine 1, the frequency of the generated vibration can be predicted by detecting the engine rotational speed. 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). 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 provided on the steering 6 (this reference point is A). Reference numeral 7 denotes an acceleration sensor provided on a floor 8 (this reference point is referred to as B point) on which a driver's leg operating the steering in the vehicle contacts. The control unit 3 drives the actuator 10 based on the engine speed signal obtained from the cycle of the ignition timing signal output from the engine 1 and the acceleration sensor output signals output from the acceleration sensor 5 and the acceleration sensor 7. Is calculated and output to the amplifier 4. Based on this force command value, 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 11 reciprocates (in the example shown in FIG. Exercise).

  Here, the detailed configuration of the actuator 10 shown in FIG. 1 will be described with reference to FIG. FIG. 2 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. 2). 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. 2 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, the configuration of the control unit 3 shown in FIG. 1 will be described with reference to FIG. FIG. 3 is a block diagram showing a configuration of the control unit 3 shown in FIG. In FIG. 3, reference numeral 31 is a weighting coefficient that is input from the engine 1 as a rotational speed signal (an engine rotational speed signal obtained from the engine ignition pulse cycle), and sets and outputs a weighting coefficient corresponding to the input rotational speed. It is a setting part. Reference numeral 32 denotes a weighting factor table storage unit in which a weighting factor table in which weighting factors for each engine speed are defined in advance is stored.

  Reference numeral 33 denotes a multiplier that multiplies the acceleration signal output from the acceleration sensor 5 by the weighting coefficient output from the weighting coefficient setting unit 31 and outputs the result. Reference numeral 34 denotes a vibration command generator that generates and outputs a vibration signal for canceling vibration based on the acceleration signal multiplied by the weighting coefficient output from the multiplier 33. The vibration command generator 34 generates vibration for canceling vibration at point A (steering).

  Reference numeral 35 denotes a multiplier that multiplies the acceleration signal output from the acceleration sensor 7 by the weighting coefficient output from the weighting coefficient setting unit 31 and outputs the result. Reference numeral 36 denotes a vibration command generator that generates and outputs a vibration signal for canceling vibration based on the acceleration signal multiplied by the weighting coefficient output from the multiplier 35. The vibration command generator 36 generates a vibration for canceling the vibration at point B (floor on which the driver is in contact).

  Reference numeral 37 denotes an adder that multiplies a weighting coefficient corresponding to the engine speed, adds the two vibration signals output from the vibration command generator 34 and the vibration command generator 36, and outputs the result. The output of the adder 37 corresponds to a force command value, and the amplifier 4 obtains a current value to be supplied to the actuator 10 based on this force command value and supplies it to the actuator 10, whereby the auxiliary mass 11 reciprocates. Do exercise.

Here, the weighting factor table stored in the weighting factor table storage unit 32 shown in FIG. 3 will be described with reference to FIGS. 4 and 5. First, the vibration transmission characteristics of the vehicle body frame 2 shown in FIG. 1 will be described with reference to FIG. FIG. 4 is a diagram showing the relationship between the engine speed and the vibration amplitude ratio at point A and point B (transfer function from the vibration command generator to each point). As shown in FIG. 4, at point A, the sensitivity from the vibration command generator 34 to point A is high when the engine speed is high. On the other hand, point B has high sensitivity from vibration command generator 36 to point B at a lower rotational speed than point A. 4, the frequency characteristics of the transfer function of the point A, the intermediate frequency f _C the high frequency range to the right of the space than f _H that corresponds to the intersection P1 between the frequency characteristics of the transfer function of the point _B, the same left region low and the frequency domain _{f L.}

In the vehicle body frame 2 having a transfer function shown in FIG. 4, if the rotation of the engine is in a high frequency range f _H, due to the high gain characteristic of the transfer function at point A, the main damped and point A, the engine If the rotation is in the low frequency range f _L, due to the high gain characteristic of the transfer function at point B, by the main damped point B, thereby making it possible to effectively suppress the vibration by small excitation force It becomes.

Therefore, in the vehicle body frame 2 having the transfer function shown in FIG. 4, if the weighting coefficients for the vibration detection signals at the points A and B are defined as shown in FIG. It is possible to implement vibration suppression control. FIG. 5 is a diagram showing the structure of the weighting factor table stored in the weighting factor table storage unit 32 shown in FIG. 3, where the solid line indicates the weighting factor of point B, and the broken line indicates the weighting factor of point A. Yes. As shown in FIG. 5, in the region of f _L where the engine speed is low, the weighting factor of point A is “0”, the weighting factor of point B is “1”, and in the region of f _H where engine speed is high, The weighting factor for point A is “1”, and the weighting factor for point B is “ 0 ”. With reference to this weighting factor table, by performing vibration damping control, and point B damping target engine speed in the region of f _L, the switching operation of the A point damped in the region of f _H is It becomes possible.

Next, with reference to FIG. 6, the vibration control operation when another example of the weighting coefficient table is used will be described. In this embodiment, in the transition frequency region f _N extending from the center frequency f _C to a predetermined range on the high frequency side and the low frequency side, the weighting factor at point B indicated by the solid line is gradually decreased from “1” to “0”, and the broken line The weighting coefficient is changed so as to gradually increase the weighting coefficient at point A indicated by “0” from “0” to “1”.

  The two multipliers 33 and 35 receive acceleration signals output from the acceleration sensor 5 and the acceleration sensor 7 respectively. The multiplier 33 multiplies the acceleration signal output from the acceleration sensor 5 by a weighting factor (“0” to “1”) output from the weighting factor setting unit 31 according to the engine speed, thereby generating vibration. To the unit 34. At this time, when the weighting factor is “0”, it is equivalent to the case where the acceleration signal is not output from the acceleration sensor 5. The vibration generator 34 generates and outputs a vibration signal for canceling the vibration generated at the point A based on the signal output from the multiplier 33. The multiplier 35 multiplies the acceleration signal output from the acceleration sensor 7 by a weighting factor (“0” to “1”) output from the weighting factor setting unit 31 according to the engine speed, thereby generating vibration. To the unit 36. At this time, when the weight coefficient is “0”, it is equivalent to the case where the acceleration signal is not output from the acceleration sensor 7. The vibration generator 36 generates and outputs a vibration signal for canceling the vibration generated at the point B based on the signal output from the multiplier 35. The adder 37 adds the vibration signals output from the two vibration generators 34 and 36 and outputs the result to the amplifier 4. Since one of the weighting factors is “1” and the other is “0”, one of the vibration signals output from the vibration generator 34 and the vibration generator 36 is selected and supplied to the amplifier 4. Will be output.

Engine speed increases, the engine speed falls to the transition frequency domain f _N, the weighting factor values are gradually reversed the weight coefficients output from the weighting coefficient setting unit 31 (A point "0", the point B The weight coefficient is “1”). When the weighting coefficient changes from “1” to “0”, or from “0” to “1”, the multiplier 33 and the multiplier 35 gradually change the value of the weighting coefficient while changing from “1” to “0”. Or “0” to “1”. Thus, by gradually changing the weighting factor when the weighting factor is switched, the occurrence of switching shock in the vehicle body frame 2 due to the switching of the weighting factor is suppressed. When the engine speed exceeds the transition frequency domain f _N, the weighting factor is "1" value is inverted (A point of the weighting factor output from the weighting coefficient setting unit 31, the weighting coefficient of the point B is "0" )

On the other hand, when the engine speed decreases, when the engine speed has decreased to below the transition frequency domain f _N, the weighting factor values are inverted (A point of the weighting factor output from the weighting coefficient setting unit 31 “0” and the weighting coefficient of point B is “1”).

Thus, by using a weighting coefficient table shown in FIG. 6, gradually increases the engine speed from idle speed, enters the transition frequency region f _N, the weighting coefficient of the point B is gradually reduced At the same time, since the weighting coefficient at point A gradually increases, it is possible to smoothly shift from suppressing the vibration at point B to suppressing the vibration at point A while suppressing the occurrence of shock associated with the switching of the vibration detecting means.
In addition, acceleration sensors are provided at both the steering position on the body frame 2 and the floor where the driver's legs are in contact, and a weighting coefficient based on a vibration transfer function for each acceleration sensor position (reference point) is defined. Since the vibration suppression target position is switched by selecting the weighting factor corresponding to the engine speed, even if the engine speed changes, the steering 6 and the driver's hand and legs are in contact with the vehicle body. It is possible to always keep the vibration generated on the floor 8 in a low state. Further, in a freight vehicle or the like, vibration generated in the driver's seat can be reduced, and vibration can be suppressed even for a load on the cargo bed that generates vibration at different rotational speeds. In addition, any value can be defined for the weighting factor stored in the weighting factor table storage unit 32. Therefore, priority is given to damping of either the steering or the floor, and a ride with any degree of damping is realized. be able to.

  In the above description, the linear actuator 10 shown in FIG. 2 is used to generate the damping force. However, the reaction force that can suppress the vibration by vibrating the auxiliary mass 11 is used. Any means for vibrating the auxiliary mass 11 may be used as long as it can be generated.

  The vibration damping device according to the present invention can be applied to a vibration suppressing application when there are a plurality of positions where vibrations are to be suppressed. 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 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 relationship between a transfer function and a reference point switching point. It is explanatory drawing which shows an example of the weighting coefficient table memorize | stored in the weighting coefficient table memory | storage part 32 shown in FIG. It is explanatory drawing which shows the other example of a weighting coefficient table. It is a functional block diagram of the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Body frame, 3 ... Control part, 4 ... Amplifier, 5 ... Acceleration sensor, 6 ... Steering, 7 ... Acceleration sensor, 8 ... Floor 10... Actuator (Linear Actuator) 11... Auxiliary Mass 31. Weight Factor Setting Unit 32. Weight Factor Table Storage Unit 33. Vibration generating unit, 35 ... multiplier, 36 ... vibration generating unit, 37 ... adder, 39 ... switching means

Claims (2)

Respectively provided at a plurality of A reference point and B reference point is a position to be damping the vibration detecting means for detecting the vibration of each reference point,
Vibration means for exciting the vibration to cancel the vibration at the position to be controlled;
A frequency detection means for detecting the vibration frequency of the vibration source;
Control means for generating a vibration command to be supplied to the vibration means based on the vibration detected by the vibration detection means and each transfer function from the vibration means to each vibration detection means;
According to the vibration frequency, for the vibration detected by each vibration detecting means, by selecting a weighting factor defined based on the vibration transfer function for each reference point and weighting each, Switching means for adjusting the weight of the signal to be supplied from the plurality of vibration detection means to the control means,
If the vibration frequency is higher than the intermediate frequency corresponding to the intersection of the frequency characteristic of the transfer function at the A reference point and the frequency characteristic of the transfer function at the B reference point, either of the main vibration suppression targets is selected. A vibration damping device capable of switching the main vibration damping object to the other reference point when the vibration frequency is lower than the intermediate frequency, with one reference point.
In the transition frequency region where the vibration frequency ranges from the intermediate frequency to a high frequency side and a low frequency side , the switching means gradually decreases the weighting coefficient of the one reference point and the other reference point. damping apparatus, characterized in that to change the weighting so that the weighting factor is increased gradually. 2. The vibration damping device according to claim 1, wherein the switching unit adjusts the weight of vibration detected by the plurality of vibration detection units until reaching zero.

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