JPH07186802A - Seat controller in vehicle - Google Patents

Abstract

PURPOSE:To improve riding comfort by detecting the vibration of an unspringing weight, acting as an excitation source, as a reference signal and generating, based on this detection, vibration-reducing-vibration, thereby lessening the influence of a noise and reducing any vibration in an specified frequency range. CONSTITUTION:An actuator 4 for outputting a vibration-reducing-vibration is interposed between a car-body 1 and a seat 3, and the vibration of an unspringing weight 2 is detected by a sensor S1 as a reference signal. On the other hand, the vibration of the seat 3 is detected by a sensor S2, which is installed in the seat 3, as an error signal, and the signals from both sensors S1, S2 are inputted into a control unit U. In the control unit U, based on these input values, a vibration-reducing-vibration, which is obtained through optimization to minimize the error signal, is generated, so that a control signal corresponding to a prescribed vibration-reducing-vibration is outputted to the actuator 4.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle seat control device for reducing seat vibration.

[0002]

2. Description of the Related Art Various types of vehicles have been proposed that reduce vibrations by utilizing the interference effect of vibrations, and those that reduce noise and vibrations in the passenger compartment have already been put into practical use. As one of the vibration reduction methods utilizing this interference, it is considered to reduce the vibration of the seat in order to improve the riding comfort.

FIG. 22 of Japanese Patent Laid-Open No. 3-219139 discloses an actuator for outputting a reducing vibration between a vehicle body and a seat, which is used for the vibration of the vehicle body and the vibration of the seat. In order to prevent the resonance between the vehicle body and the sheet, a comparison is made. Further, FIG. 23 of this publication also discloses a structure in which an actuator is installed between the unsprung weight and the unsprung weight to prevent the vibration of the unsprung weight from being transmitted to the unsprung weight. Has been done. Furthermore, this publication
While the reduction vibration is generated based on the reference signal indicating the vibration of the vibration source, the adaptive control for optimizing the reduction vibration is performed so that the error signal indicating the vibration of the member for which vibration reduction is required becomes small. It is disclosed.

Japanese Unexamined Patent Publication No. 4-129847 discloses a sea
It is disclosed that the vibration of the seat is controlled on the basis of the characteristics (built-in gain) of a person sitting on the seat.

The above-mentioned seat control ultimately improves the riding comfort, but in order to improve this riding comfort, suspension control is performed in order to reduce the vibration generated by the input from the road surface as a vibration source during running. It is also proposed. For example, in the active suspension, the damping force of the suspension damper is controlled so that the vertical acceleration acting on the vehicle body is reduced, and the internal hydraulic pressure of the vehicle height adjusting cylinder device is also controlled.

[0006]

By the way, in suspension control, by controlling the damping force and spring constant variably, low-frequency vibrations of about 1 to 3 Hz generated during traveling can be sufficiently reduced, but they are inevitably reduced. There is vibration that cannot be done. This unreducible vibration is a resonance vibration of the unsprung mass, which is known as a so-called fixed point, and the first resonance vibration, which is the lowest-order resonance vibration that greatly affects deterioration of riding comfort, is usually 1
The vibration is around 2HZ (mostly 10 to 13HZ).

In order to reduce the above-mentioned resonance vibration, an actuator for giving vibration to the sheet is provided, and the actuator is controlled so that the vibration of the sheet is reduced.
That is, it is possible to output the vibration for reduction from the actuator. However, in this case, how to obtain the above-mentioned vibration for reduction becomes a problem.

For example, it is conceivable to detect vibration acting on the vehicle body, for example, vertical acceleration, and feedback control the actuator so that the vertical acceleration is reduced. It becomes a problem in terms of the influence of reaction force from the actuator and the vehicle body. In order to satisfy this responsiveness point, it is possible to use the vertical acceleration acting on the vehicle body as a reference signal to generate the vibration for reduction by adaptive control. In this case, various external forces are input to the vehicle body. Therefore, the influence of noise is large, and it is difficult to sufficiently reduce the vibration in the frequency range to be reduced.

Further, the vibration of the seat is not limited to the input from the road surface during traveling, but is caused by the engine vibration that causes a large vibration of the vehicle body. It cannot be done.

The present invention has been made in consideration of the above circumstances, and it is a sheet of a vehicle in which the vibration in a predetermined frequency range, which is about to act on the sheet, can be reduced with good response. It is to provide a control device.

[0011]

In order to achieve the above object, the present invention has the following first structure. That is, an actuator for applying vibration to the sheet, an exciting vibration detecting means for detecting the vibration of the unsprung mass as an exciting source as a reference signal, and an exciting vibration detecting means And a vibration control means for generating a reduction vibration for reducing the vibration of the sheet on the basis of a reference signal and outputting the reduction vibration from the actuator.

In order to achieve the above-mentioned object, the present invention has the following second construction. That is, an actuator for imparting vibration to the sheet, an exciting vibration detecting means for detecting the vibration of the engine as an exciting source as a reference signal, and a reference obtained by the exciting vibration detecting means. Vibration control means for generating a reduction vibration for reducing the vibration of the sheet based on a signal and outputting the reduction vibration from the actuator.

Preferred modes based on the first configuration are as described in claims 2 to 7 in the claims. Further, a preferable mode based on the second configuration is as described in claim 9 in the claims.

[0014]

According to the invention described in claim 1, since the vibration of the unsprung weight which receives an input from the road surface during traveling is used as a reference signal, the vibration for reduction given to the seat is generated. Excellent response, less influence of noise compared to the case where body vibration is used as a reference signal, and seat vibration, especially vibration in a desired frequency range, is sufficiently reduced to improve ride comfort sufficiently. You can

With the configuration as described in claim 2, as the reference signal indicating the vibration of the unsprung weight, a signal that is easily detected or a detection signal by a sensor used in other control such as suspension control. Can be used.

With the structure as described in claim 3, the vibration for reduction is further optimized by utilizing the error signal, which is more preferable in reducing the vibration of the sheet.

With the configuration as described in claim 4, the ride comfort is more sufficiently improved by using the vertical or longitudinal acceleration as an uncomfortable vibration that the occupant feels sensitively as an error signal. be able to.

With the structure as described in claim 5, it is possible to reduce the first resonance vibration of the unsprung mass which cannot be reduced by the suspension control. Further, with the configuration as described in claim 6, it is possible to reduce the second resonance vibration of the unsprung mass that cannot be reduced by the suspension control.

With the configuration as described in claim 7, by using the vertical acceleration which is easily felt by the occupant as the reference signal, the unsprung weight of the vertical acceleration is transmitted to the vehicle body. By using the vertical acceleration as a reference signal, it is preferable to improve the riding comfort more sufficiently.

According to the eighth aspect of the present invention, the engine vibration is used as the reference signal to generate the vibration for reduction given to the seat, so that the response is excellent and the vehicle body vibration is used as the reference signal. Compared with the above, the influence of noise is small, and the vibration of the seat, particularly the vibration in the desired frequency range can be sufficiently reduced, and the riding comfort can be sufficiently improved.

By adopting the structure as described in claim 9, as the reference signal indicating the engine vibration,
Easy-to-detect parameters can be used.

[0022]

Embodiments of the present invention will be described below with reference to the accompanying drawings. Sheet vibration reduction due to input from the road surface (Fig. 1-Fig.
3) In FIG. 1, 1 is a vehicle body, 2 is an unsprung weight, 3 is a seat, and the seat 3 is composed of a seat cushion 3a and a seat back 3b. An actuator 4 that outputs a reducing vibration is installed between the vehicle body 1 and the seat 3. Reference numeral 5 in FIG. 1 shows a spring system when the sheet 3 is regarded as an elastic body, and 5a shows its spring and 5b shows its damper. The seat 3 is normally attached to the vehicle body 1 through a seat trail, but this seat 3
When the actuator 4 is installed between the trail and the vehicle body 1, the actuator is installed between the seat trail and the vehicle body 1.
An elastic body such as rubber may be interposed in series or in parallel with the motor 4 (the actuator 3 holds the seat 3 with respect to the vehicle body so that the seat can vibrate). As the actuator 4, a laminated piezoelectric actuator (trade name: Piezo Stack-NTK) is used in the embodiment.

The unsprung weight 2 and the vehicle body 1 are connected by a suspension device 6, the suspension spring of which is indicated by reference numeral 6a and the suspension damper by reference numeral 6b.

In FIG. 1, U is a control unit for performing adaptive control, which will be described later. Signals from the two sensors S1 and S2 are input to the control unit U, while the control unit U outputs a control signal corresponding to a predetermined vibration for reduction to the actuator 4. It The sensor S1 detects the vibration of the unsprung mass 2 as a reference signal. As the reference signal, for example, the displacement of the unsprung mass 2, the displacement velocity (for example, obtained by differentiating the displacement), the acceleration (for example, obtained by differentiating the displacement velocity), the external input applied to the unsprung mass 2 (for example, the suspension). Input to the vehicle body mounting portion, the stress acting on the piston rod such as the suspension damper), or the internal pressure of the suspension damper 6b.

The displacement as the reference signal, the displacement velocity, the acceleration, and the external input may be in the up-down direction or the front-rear direction, but generally, the up-down direction which causes a large degree of discomfort to the occupant is selected. preferable. However, depending on the vibration mode, the vibration in the front-rear direction may be greatly uncomfortable, and at this time, the vibration in the front-rear direction may be detected. Of course, it is possible to detect both the up-down direction and the front-rear direction, and it is possible to select whether to select the up-down direction or the front-rear direction according to the running state (operating state). It can also be done manually.

Generally, the vibration in the vertical direction is the most problematic for an occupant to feel uncomfortable and input from the road surface. Therefore, it is preferable to provide a sensor for detecting vertical vibration as vertical acceleration with an unsprung mass 2 and use the vertical acceleration as a reference signal. In this case, among the vertical accelerations, the vertical acceleration that is finally input to the vehicle body 1 vibrates the seat 3, so that the vertical acceleration that acts on the unsprung mass 2 is applied to the vehicle body 1. It is preferable to dispose the sensor (S1) so as to detect the vertical acceleration that is directly input. More specifically, usually, the cylinder of the suspension damper 6b is connected to the unsprung mass 2 and the piston (piston rod) is connected to the vehicle body 1. A sensor that detects acceleration may be provided. In particular, when the sensor S1 is provided on the piston, it is preferable to use it as a reference signal for reducing the second resonance vibration caused by the friction between the piston and the cylinder.

The sensor S2 for detecting the vibration of the seat 3, that is, the error signal, can be incorporated in the seat cushion 3a of the seat 3, which is particularly susceptible to the vibration from the vehicle body 1. In this case, the sensor S2 is preferably one that detects vertical acceleration, as is apparent from the above description of the reference signal. Further, as shown by the broken line in FIG. 1, the sensor S2 can be provided in the seat back 3b. In this case, since the seat back 3b is usually used in a tilted posture, it is preferable not only for detecting the vertical vibration but also for detecting the longitudinal vibration. In some cases, the occupant may feel the longitudinal acceleration to be uncomfortable, so the sensor S2 may select its position so as to detect the longitudinal acceleration exclusively. In this case, the seat cushion 3a is moved forward and backward. A sensor S2 for detecting the directional acceleration may be attached.

It is preferable that the reference signal and the error signal have the same type of vibration detection mode. For example, when the reference signal is vertical acceleration, the error signal is also preferably vertical acceleration, and when the reference signal is longitudinal acceleration, the error signal is also preferably longitudinal acceleration.

As shown in FIG. 2, the control unit U is roughly divided in its internal structure and has a digital adaptive filter 21.
, A transfer function setting block 22, a convergence coefficient setting block 23, and a filter coefficient rewriting block 24. The control unit U basically generates a reduction vibration based on the reference signal from the sensor S1,
The vibration for reduction is optimized so that the error signal detected by the sensor S2 becomes small. The optimization of the vibration for reduction is performed by sequentially rewriting the coefficient of the adaptive filter 21, and if this rewriting is performed, the transfer function setting block 22
And the signal from the convergence coefficient setting block 23,
This is performed by the filter coefficient rewriting block 24.

The transfer function setting block 22 optimizes the reducing vibration in consideration of the transfer characteristic (delay characteristic) between the actuator 4 which outputs the reducing vibration and the sensor S2 which detects the error signal. This is because the convergence coefficient setting block 23 is for reducing the error signal with a predetermined step size. Since the control of the optimization itself by the control unit U is performed in the same manner as the conventionally known control of optimization, further detailed description will be omitted. A general least-squares method can be applied as an adaptive algorithm for optimization.

The vibration of the sheet 3 is reduced by such optimization control. At this time, the reference signal almost directly indicates the road surface input to the unsprung mass 2, so that there is no influence of noise and the response is also excellent. It is possible to sufficiently reduce the vibration of No. 3 and sufficiently improve the riding comfort.

FIG. 3 shows an example in which the adaptive control is performed without using the error signal from the sensor S2, and the adaptive filter indicated by reference numeral 21 in FIG. 2 is changed to the fixed filter 21B ( Set the amplitude and phase of the vibration for reduction). A specific setting example of the fixed filter 21B will be described in detail later.

Reduction of seat vibration caused by engine vibration
(FIGS. 4 to 6) FIGS. 4 to 6 show an embodiment for reducing the sheet vibration caused by the engine vibration, and the same components as those in the embodiment are designated by the same reference numerals. The description will be omitted.

In FIG. 4, an engine 31 is mounted on the vehicle body 1 in front of the seat 3. Engine 3
1 is connected to the vehicle body 1 via an engine mount member 32 made of an elastic member. Further, in FIG. 4, the control unit for controlling the vibration reduction of the sheet 3 is denoted by U1.
(Corresponding to U in FIG. 2). The UE is a control unit of the engine 31 and controls the fuel injection timing, the ignition timing, etc. Therefore, the engine speed signal, the engine load signal, etc. are input. Then, a reference signal (engine speed signal in the embodiment) is output from the control unit UE to U1. In this embodiment, the error signal is vertical vibration (vertical acceleration).

The control unit U1 generates a reducing vibration based on the reference signal and outputs this reducing vibration from the actuator 4 to reduce the vibration of the sheet 3. This reduction vibration is sequentially optimized based on the error signal from the sensor S2 (optimized so that the error signal becomes smaller). Also in the embodiment shown in FIG. 4, the vibration for reduction is generated with good response and no noise, and the vibration is reduced.
The vibration of the grate 3 is effectively reduced.

The examples shown in FIGS. 5 and 6 show another example of reducing the seat vibration caused by engine vibration. In this embodiment, the engine mount member 32B is of a liquid-filled type as shown in FIG. 6 and also functions as an actuator for varying the internal hydraulic pressure, that is, outputting a reducing vibration. . That is, in this embodiment,
Compared with the case shown in FIG. 4, the vibration itself of the engine 31 is further reduced, and for this purpose, a control unit U2 for reducing the engine vibration is separately provided.

In the example shown in FIG. 5, the control unit U1
The reference signal and the error signal for are the same as those in FIG. Further, the reference signal for the control unit U2 is the engine speed as in the case of FIG. 4, but the error signal is the vertical vibration (vertical acceleration detected by the sensor S3 attached to the vehicle body 1). It is said that. In the example shown in FIG. 5, the vibration of the seat 3 is reduced by the optimization control by the control unit U1, and the engine vibration reduction control by the control unit U2 (control of vehicle body vibration caused by engine vibration) is performed. Also, the vibration of the sheet 3 is further reduced.

An example of the actuator 32B used in FIG. 5 is shown in FIG. In FIG. 6, the actuator 32B has an upper case 41, a lower case 42, and an elastic member 43 made of tubular rubber or the like. Upper case 41
The lower case 42 is connected to the lower case 42 via an elastic member 43, and the upper case 41 is fixed to the engine 31 while the lower case 42 is fixed to the vehicle body 1.

The upper case 44 is sandwiched between the upper case 41 and the elastic member 43, and the lower case 42 and the elastic member 43 are sandwiched.
A partition plate 45 is sandwiched between and. This allows
Between the elastic member 43, the bellows 44 and the partition plate 45,
A main liquid chamber 46 is defined. Further, a lower bevel 47 is interposed between the lower case 42 and the partition plate 45, whereby a sub liquid chamber 48 is defined between the partition plate 45 and the lower bezel 47. A gas chamber 49 is defined between the lower bezel 47 and the lower case 42. The partition plate 45 has an orifice 50 that connects the two liquid chambers 46 and 48.
Are formed.

A movable iron core 51 is provided on the upper surface of the upper bevel 44.
Is fixed, and the coil 52 surrounds the movable iron core.
Is provided. As a result, the control unit U2 outputs a control signal corresponding to the reduction vibration to the coil 52, so that the upper bevel 44 is vibrated. Due to the vibration of the upper velocity 44, the volume of the main liquid type 46 is changed, and the transmission of the engine vibration to the vehicle body is suppressed. Then, due to the vibration of the upper bevel 44, the oil liquid comes alive between the two liquid chambers 46 and 48,
A damping force is generated by the orifice 50. It should be noted that the movable iron core 45 may be of a piston type, and in this case, the upper bevel 44 may be configured as a guide member having excellent rigidity for slidingly guiding the piston.

In the examples shown in FIGS. 4 and 5, instead of the engine speed signal, the reference signal is, for example, an external force acting on the engine (main body) (for example, vertical acceleration, longitudinal acceleration, bending stress, etc.). ), The internal hydraulic pressure of the (non-variable) liquid-filled mount without the movable iron core 45 shown in FIG. 6 may be used.

Vibration caused by road surface input and fixed filter
Setting Example (FIGS. 7 to 14) Next, a specific setting example of the filter 21B shown in FIG. 3 will be described in detail together with a generation mode of vibration caused by input from the road surface. First, FIG. 7 shows a state of vibration generated when the vehicle travels on a road surface at a predetermined vehicle speed.
.Alpha.1 and .alpha.2, which indicate the black value, respectively indicate the resonance vibration frequency of the unsprung mass 2. Of these, α1 is the lowest order of resonance vibration, and is usually around 12HZ (11 to 13
It often appears between HZ). Further, α2 indicates the frequency of the second resonance vibration that is the next higher order than the first resonance vibration, and is usually around 18 HZ (often between 17 and 20 HZ).
Becomes

An example of how to set the filter 21B shown in FIG. 2 in order to reduce the first resonance vibration (α1) will be described with reference to FIG. 8 and subsequent figures. First, FIG. 8 is a three-degree-of-freedom model diagram drawn corresponding to FIG. 1, and the meaning of each symbol is as follows. m1: unsprung mass m2: vehicle mass m3: seat mass, occupant mass KA: suspension spring coefficient CA: suspension damping coefficient KB: seat support spring coefficient CB: seat support damping coefficient KT: tire spring coefficient CD : Damping coefficient of skyhook damper 100 UB: Seat control force by actuator 4

In this case, it is well known that the first resonance vibration (α1) can be reduced as shown by the solid line in FIG. 9 by using the skyhook damper 100 as shown by the broken line in FIG. However, the skyhook damper is not feasible. Further, it is theoretically possible to reduce the first resonance vibration (shift the frequency of the resonance vibration to a higher frequency range) by providing the undamped weight 2 with the dynamic damper, but the dynamic damper has a considerable weight. It becomes a thing, and implementation is difficult. In the present invention, instead of using the skyhook damper 100 or the dynamic damper,
By trying to control the actuator 4 shown in FIG. 1, it is intended to obtain the same function (control the exciting force UB shown in FIG. 8).

Assuming the above, the transfer function from the road surface to the seat 3 when the skyhook damper 100 shown by the broken line in FIG. 8 is set is given by the following equation (1) (where UB = 0). , The control specifications are determined so that the same transfer characteristics can be obtained by the sheet control (control of UB).

[0046]

[Equation 1]

Here, the possibility of reducing the fixed point region (region near α1) by eliminating the effect of unsprung vibration by sheet control will be examined. FIG. 10 shows the unsprung acceleration when the road surface input is a constant speed. From this vibration characteristic, it is considered that unsprung acceleration is less affected by sprung vibration and is suitable as an input signal for sheet control. So, see
Control force UB with filter (HT) and unsprung vibration (X1)
When expressed by the product of, it becomes like the formula (2).

[0048]

[Equation 2]

The model of FIG. 8 including the seat control is expressed by the following equations (3) to (5).

[0050]

[Equation 3]

[0051]

[Equation 4]

[0052]

[Equation 5]

The transfer function YF (S) with the road surface velocity as input and the sheet acceleration as output is given by the following equation (6).

[0054]

[Equation 6]

From the expressions (1) and (6), YS (S) = Y
HT (S) that is F (S) is given by the following equation (7).

[0056]

[Equation 7]

If the filter characteristic shown in the equation (7) is realized,
Although characteristics equivalent to those of the unsprung skyhook damper virtual model are guaranteed, it is desirable to design the filter in a low order in consideration of the calculation time, etc. Therefore, it is approximated by the FIR type filter shown in equation (8).

[0058]

[Equation 8]

G and L are defined by the equations (9) and (10) below, and the filter coefficient is equation (11).

[0060]

[Equation 9]

[0061]

[Equation 10]

[0062]

[Equation 11]

The filter coefficient h is obtained from the following equation (12).

[0064]

[Equation 12]

However, Re and Im represent a real number part and an imaginary number part, respectively, and G # is a pseudo-inverse matrix represented by the equation (13).

[0066]

[Equation 13]

The frequency domain used for the filter calculation is 5H.
Z to 25HZ, the number of data was 40, and the filter order was 2. 11 and 12 show the reference target transfer function HT.
It is a comparison with the filter characteristic HF (S) approximated to (S). As is apparent from FIGS. 11 and 12, the gain and the phase are secured near 12HZ including the fixed point (α1 point).

Further, by adding a secondary low-pass filter in series to the filter obtained here, the unsprung acceleration is modified so that it can be adopted as a reference signal. 13 and 14 show vibration transfer characteristics when the sheet is controlled using this filter. The unsprung vibration is controlled almost in the same way as when the virtual skyhook damper 100 is set, and it is shown that the vibration can be reduced near the fixed point (α1).

Supplementary Explanation Here, for reference, the control procedure of the adaptive control using the error signal shown in FIG. 2 and the like is shown in the flowchart of FIG. 15, and the adaptation in FIG. 3 not using the error signal is shown. The control procedure of the control is shown in the flowchart of FIG. Figure 1
5, P indicates a step in FIG.
The control signal calculated in P5 or P12 corresponds to the reduction vibration.

Although the embodiment has been described above, the present invention is not limited to this, and includes the following cases, for example. (1) When there are a plurality of sheets, an actuator 4 may be provided for each sheet to control the vibration reduction of the sheet. In this case, the control of the actuator 4 may be performed by the same control unit (the same vibration for reduction) or may be individually controlled. When using independent control, the reference signal used in each control is
It is preferable to use the unsprung weight (wheel) closest to the seat. (2) The reducing vibration may be set so as to reduce the second resonant vibration indicated by α2 in FIG. 7, and in some cases, the reducing vibration may be reduced so as to reduce both the first and second resonant vibrations. May be set.

[Brief description of drawings]

FIG. 1 shows an embodiment of the present invention and is an overall control system diagram showing each member as a model.

FIG. 2 is a diagram showing a control system for vibration reduction control.

FIG. 3 is a diagram showing another example of a control system for vibration reduction control.

FIG. 4 shows another embodiment of the present invention and is an overall control system diagram.

FIG. 5 is a diagram showing a modification of FIG.

6 is a cross-sectional view showing details of an engine mount member used in FIG.

FIG. 7 shows a state of vibration when traveling on a road surface at a constant speed, and shows a resonance vibration of unsprung weight.

FIG. 8 is a model diagram for explaining the vibration reduction control of the seat according to the present invention in relation to the skyhook damper.

FIG. 9 is a diagram showing how vibration is reduced by a skyhook damper.

FIG. 10 is a diagram showing unsprung acceleration when the road surface input is constant.

FIG. 11 is a diagram showing a gain obtained by the vibration reduction control of the sheet.

FIG. 12 is a diagram showing a phase obtained by the vibration reduction control of the sheet.

FIG. 13 is a diagram showing vibration characteristics improved by the vibration reduction control of the sheet.

FIG. 14 is a diagram showing transient characteristics improved by the vibration reduction control of the sheet.

FIG. 15 is a flowchart showing the control procedure of adaptive control for changing the filter coefficient.

FIG. 16 is a flowchart showing a control procedure of adaptive control in which a filter coefficient is not changed.

[Explanation of symbols]

 1: Vehicle body 2: Unsprung weight 3: Seat 4: Actuator 6: Suspension device U: Control unit (for vibration reduction) S1: Sensor (for reference signal) S2: Sensor (for error signal) 31: Engine UE: Control unit (for engine control) U1: Control unit (for vibration reduction) U2: Control unit (for vibration reduction) 32B: Variable liquid-filled engine mount member UB: Vibration exciting force for reduction

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location B60N 2/50 F16F 15/02 A 9138-3J G01H 17/00 Z G10K 11/16 11/178

Claims (9)

[Claims] 1. An actuator for imparting vibration to a sheet, an exciting vibration detecting means for detecting the vibration of an unsprung weight as an exciting source as a reference signal, and the exciting vibration detection. Vibration control means for generating a reduction vibration for reducing the vibration of the sheet based on a reference signal obtained by the means, and outputting the reduction vibration from the actuator. A seat control device for a vehicle. 2. The device according to claim 1, wherein the reference signal is any one of displacement of unsprung weight, displacement speed, acceleration, external input, and pressure of suspension damper. 3. The sheet vibration detecting means according to claim 1, further comprising sheet vibration detecting means for detecting the vibration of the sheet as an error signal, wherein the vibration control means is an error obtained by the sheet vibration detecting means. Optimizing the vibration for reduction so that the signal becomes smaller. 4. The method according to claim 3, wherein the error signal is vertical acceleration or longitudinal acceleration of the sheet. 5. The reduction vibration according to claim 1, which is set so as to reduce the first resonance vibration, which is the lowest resonance vibration among the resonance vibrations of the unsprung mass. 6. The reducing vibration according to claim 1, wherein the reducing vibration reduces the second resonance vibration that is the second highest vibration next to the first resonance vibration that is the lowest resonance vibration of the unsprung mass resonance vibration. Are set as follows. 7. The unsprung weight and the vehicle body according to claim 1, wherein the unsprung weight and the vehicle body are coupled through a cylinder device including a cylinder coupled to the unsprung weight and a piston coupled to the vehicle body, and the reference signal is: The vertical acceleration acting on the piston of the cylinder device. 8. An actuator for imparting vibration to a sheet, an exciting vibration detecting means for detecting the vibration of an engine as an exciting source as a reference signal, and the exciting vibration detecting means. Vibration control means for generating a reduction vibration for reducing the vibration of the sheet based on the obtained reference signal and outputting the reduction vibration from the actuator. A seat control device for a vehicle. 9. The engine according to claim 8, wherein the reference signal is an engine speed, an acceleration acting on the engine, an input to an engine mount portion connecting the engine and the vehicle body, and a liquid filled type connecting the engine and the vehicle body. One of the hydraulic pressures of the engine mount
What is said to be.