HK1154643B - Vibration control device and vehicle - Google Patents

Description

Vibration damping device and vehicle

Technical Field

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

Background

Conventionally, there is known a vibration damping device that generates a damping force by a vibration exciting means and actively excites vibration of a vehicle in response to vehicle vibration generated by a variation in output torque of a vehicle engine, thereby canceling the vehicle vibration. More specifically, as such a vibration damping device, a vibration damping device provided with: a linear actuator provided to an engine as a vibration generation source and forming an excitation unit; means for detecting the engine speed as a vibration generation source; a vibration detection unit that detects vibration in a position where vibration is to be reduced; and an adaptive control algorithm that outputs an excitation force to the linear actuator based on the detected engine speed and vibration at the position where vibration is to be reduced (see, for example, patent document 1). In this vibration damping device, the vibration generated from the engine that is the vibration generation source and transmitted to the vibration-requiring position such as the seat portion can be reduced by the damping force generated from the vibration-applying means by outputting the vibration-applying command having the most appropriate amplitude and phase according to the engine speed and the vibration currently detected at the vibration-requiring position by the adaptive control algorithm.

On the other hand, as a linear actuator forming the excitation unit, there is known one of the following linear actuators: the elastic support portion (plate spring) holds the mover at a fixed position and supports the mover by its own elastic deformation (see, for example, patent document 2). Since no wear or sliding resistance occurs between the linear actuator and the mover, high reliability is obtained without lowering the accuracy of the shaft support even after a long period of use, and the performance can be improved without loss of power consumption due to sliding resistance. Further, by supporting the elastic support portion at a position farther from the coil with the mover as a base point while avoiding interference with the coil, the coil having a large volume can be disposed closer to the elastic support portion, and therefore, the linear actuator can be downsized.

When vibration damping control for suppressing vibration of a target device is performed by adding an auxiliary mass (weight) to a linear actuator described in patent document 2 and using a reaction force when the auxiliary mass is vibrated, an amplitude command value and a frequency command value are obtained from a vibration state of the target device to be controlled, and a current value applied to the linear actuator is controlled based on the amplitude command value and the frequency command value. By mounting such a vibration damping device to the body of an automobile, a force applied from an automobile engine to the body can be cancelled, and thus vibration of the body can be reduced.

Patent document 1: japanese laid-open patent publication No. 10-049204

Patent document 2: japanese patent laid-open publication No. 2004-343964

Disclosure of Invention

Problems to be solved by the invention

However, although the vibration damping device shown in patent document 1 has a linear actuator as an excitation means mounted in the vicinity of an engine as a vibration generation source of a vehicle body, for example, even if the linear actuator described in patent document 2 is mounted in the vicinity of the vehicle body as the excitation means, the linear actuator cannot be mounted in the vicinity of the engine or in the vicinity of a position where vibration damping is required due to a problem of an installation space. In this case, although the mounting position of the vibration generator needs to be separated from the engine and the position where vibration is to be reduced, the vibration generator (engine), the vibration generator (linear actuator), and the position where vibration is to be reduced (seat portion) are different from each other, and thus there is a problem that an optimal damping force cannot be obtained. That is, the vibration damping force generated by the vibration unit cannot exert an effective effect at the vibration damping required position due to the influence of the transmission characteristics from the position where the vibration unit is attached to the vibration damping required position. Further, since the transmission characteristic is determined by the rigidity of the vehicle body, the response of the vibration means to the command, the filter characteristic of the acceleration sensor, and the like, there is a problem that: the amplitude and phase of the damping force to be generated by the excitation unit must be determined in consideration of their transfer characteristics.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vibration damping device and a vehicle that can improve a vibration damping effect even when a position of a vibration damping target and a position where a vibration damping force is generated are different.

Means for solving the problems

A vibration damping device according to a first aspect of the present invention includes: a vibration detection unit that detects vibration that is caused by a vibration generation source and transmitted to a position to be damped; a vibration exciting unit which is provided at a position different from the position where vibration is to be reduced and generates a damping force to cancel the vibration; an excitation command generating unit that outputs an excitation command for causing the excitation unit to generate a damping force, based on the vibration detected by the vibration detecting unit; and an excitation command correction unit that gives an inverse characteristic of a damping force transmission path including a vibration transmission characteristic from a position where the excitation unit is attached to the vibration-damping-required position to the excitation unit, and outputs the inverse characteristic to the excitation command to the excitation unit.

According to this configuration, the excitation command output from the excitation command generating means for generating the damping force for canceling the vibration detected by the vibration detecting means is given the inverse characteristic of the damping force transmission path, which is obtained in advance, including the vibration transmission characteristic from the position where the excitation means is attached to the position where vibration is to be damped, and the excitation command correcting means outputs the excitation command to the excitation means after the inverse characteristic of the damping force transmission path is given. Therefore, even when the position of the vibration damping target is different from the vibration damping force generation position, the vibration damping force is generated in consideration of the characteristics of the vibration damping force transmission path including the vibration transmission characteristics from the position where the vibration applying unit is attached to the position where vibration damping is required. Therefore, the following effects are obtained: the vibration detection device can appropriately reduce vibration of a vibration detected by a vibration detection unit provided at a position where vibration is to be reduced, without being affected by transmission characteristics from the position where the vibration excitation unit is attached to the vibration detection unit.

A vibration damping device according to a second aspect of the present invention includes: a vibration detection unit that detects vibration that is caused by a vibration generation source and transmitted to a position to be damped; a vibration exciting unit which is provided at a position different from the position where vibration is to be reduced and generates a damping force to cancel the vibration; and an excitation command generating unit that outputs an excitation command for causing the excitation unit to generate a damping force, based on the vibration detected by the vibration detecting unit, wherein the excitation command generating unit generates an excitation command for generating the damping force based on a calibration reference sine wave or a calibration reference cosine wave obtained by applying an inverse characteristic of a damping force transmission path to a reference sine wave or a reference cosine wave having a frequency equal to a frequency of the vibration to be damped, and outputs the excitation command to the excitation unit; the inverse characteristic of the damping force transmission path includes a vibration transmission characteristic from a position where the vibration unit is attached to the position where vibration is to be damped.

Since the inverse characteristic given to the damping force transmission path is calculated for the reference sine wave and the reference cosine wave before being output from the excitation command generating means, in addition to the effects of the first aspect of the present invention, it is possible to simplify the calculation processing circuit for calculating the inverse characteristic given to the damping force and to perform the calculation processing at high speed. That is, since the inverse characteristic to be given to the damping force transmission path is calculated by obtaining the correction reference sine wave or the correction reference cosine wave by calculation in which the inverse characteristic is given in advance at the time when the reference sine wave and the reference cosine wave are generated, and then outputting the excitation command to generate the damping force to the excitation means based on the correction reference sine wave or the correction reference cosine wave, it is not necessary to perform processing such as analyzing a vibration signal for a predetermined time, and the calculation to give the inverse characteristic can be performed only with reference to a table, so that the calculation circuit can be simplified, and the calculation time can be shortened.

Here, the inverse characteristic of the vibration damping force transmission path including the vibration transmission characteristic from the position where the vibration applying means is provided to the position where vibration is to be damped means the transmission characteristic of the vibration damping force transmission path from the vibration applying command output from the vibration applying command generating means, including the vibration transmission characteristics of the vibration applying means and the position body frame, to the vibration detecting means. That is, the inverse characteristic of the damping force transmission path including the vibration transmission characteristic from the position where the vibration applying means is provided to the position where vibration is to be damped means not only the inverse characteristic of the damping force transmission path from the vibration applying means to the vibration detecting means (inverse characteristic of the vibration transmission characteristic of the vehicle body frame), but also the inverse characteristic of a series of paths from the vibration applying command to the vibration applying command generating means, to the vibration applying means, to generate the damping force in the vibration applying means, and to the vibration detecting means, to the generated damping force.

The vibration damping device according to the second aspect of the invention further includes a frequency detection unit that detects a frequency of the vibration caused by the vibration generation source. When the reference sine wave or the reference cosine wave equal to the frequency of the vibration to be damped is generated based on the frequency detected by the frequency detection means, the frequency detection means detects the frequency of the vibration caused by the vibration generation source and generates the reference sine wave or the reference cosine wave equal to the frequency of the vibration to be damped based on the detected vibration frequency, and therefore, the reference sine wave or the reference cosine wave for generating the excitation command for generating the damping force can be easily generated. Therefore, it can be configured by a simple waveform oscillator, and the following effects are obtained: the vibration detection device can appropriately reduce vibration of the vibration detected by the vibration detection unit provided at a position where vibration is to be reduced without being affected by transmission characteristics from the position where the vibration excitation unit is attached to the vibration detection unit.

In the vibration damping device according to the first or second aspect of the invention, when the vibration unit is attached to the body frame of the vehicle, the vibration unit can be attached to an arbitrary position of the body frame, and therefore, the degree of freedom of positioning for attaching the vibration damping device can be improved, and the vibration damping device can be post-attached to the vehicle.

When the vehicle is provided with the vibration damping device according to the first or second aspect of the invention, the vibration can be reduced by the vibration damping device, and therefore the comfort of the vehicle driver can be improved.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the first invention, the following effects are obtained: the vibration detected by the vibration detection unit provided at the position where vibration is to be reduced can be appropriately reduced without being affected by the transmission characteristics from the position where the vibration excitation unit is attached to the vibration detection unit.

According to the second aspect of the present invention, the calculation for applying the inverse characteristic can be performed with reference to only the table, so that the calculation can be simplified and the calculation for applying the inverse characteristic can be speeded up. In addition, since the calculation can be simplified, the cost of the calculation processing device can be prevented from increasing.

Drawings

Fig. 1 is a block diagram showing a configuration of a vibration damping device according to a first embodiment (first invention).

Fig. 2 is a schematic diagram showing the structure of the actuator 10 shown in fig. 1.

Fig. 3 is a block diagram showing the configuration of the control unit 3 shown in fig. 1.

Fig. 4 is an explanatory diagram showing a vibration transmission characteristic F, F' of the vehicle body frame 2 shown in fig. 1.

Fig. 5 is a block diagram showing a configuration of the control unit 103 according to the second embodiment (second invention).

Detailed Description

(first embodiment)

Next, a vibration damping device according to a first embodiment (first invention) will be described with reference to the drawings. Fig. 1 is a block diagram showing the structure of the same embodiment. In the figure, reference numeral 1 denotes an engine (vibration generation source) which is mounted on a vehicle to generate a driving force for running the vehicle such as an automobile, and which is a generation source of vibration generated in the vehicle. Reference numeral 10 denotes a linear actuator (hereinafter referred to as "actuator" (vibration exciting means)) which includes an auxiliary mass 11 and obtains a damping force for suppressing vibration generated in the vehicle by a reaction force generated by vibrating the auxiliary mass 11. Reference numeral 2 denotes a body frame of the vehicle, and the engine 1 is mounted on the body frame by an engine mount 1m, and an actuator 10 is attached to a predetermined position.

Here, the actuator 10 is configured to suppress and control the vibration in the vertical direction (the direction of gravity) generated by the body frame 2. Reference numeral 3 denotes a control unit that generates a damping force in the actuator 10 and controls to suppress vibration generated in the vehicle. Reference numeral 4 is an amplifier that supplies a current for driving the driver 10 to the driver 10 in accordance with a command value output from the control section 3. Reference numeral 5 denotes an acceleration sensor (vibration detection unit) which is mounted in the vicinity of a driver's seat 6 (in the vicinity of a position where vibration needs to be reduced) in the vehicle. The control unit 3 obtains an excitation command for driving the driver 10 from an engine pulse signal (ignition timing signal) output from the engine 1 and an acceleration sensor output signal output from the acceleration sensor 5, and outputs the command to the amplifier 4. The amplifier 4 obtains a current value to be supplied to the driver 10 based on the excitation command (force command value) and supplies the current value to the driver 10, thereby causing the auxiliary mass 11 to reciprocate (in the example shown in fig. 1, the vertical movement).

Here, the detailed structure of the driver 10 shown in fig. 1 will be described with reference to fig. 2. Fig. 2 is a diagram showing a detailed structure of the actuator 10 shown in fig. 1. In the figure, reference numeral 12 denotes a stator which includes a permanent magnet and is fixed to the vehicle body frame 2. Reference numeral 13 denotes a mover, and 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 so that the direction of the vibration of the body frame 2 to be suppressed coincides with the reciprocating direction (thrust direction) of the mover 13. Reference numeral 14 denotes a plate spring that supports the mover 13 and the auxiliary mass 11 so that the mover 13 and the auxiliary mass 11 are movable in the thrust direction, and is fixed to the stator 12. Reference numeral 15 denotes a shaft for coupling the mover 13 and the auxiliary mass 11, and is supported by a plate spring 14. A dynamic damper is formed by the driver 10 and the auxiliary mass 11.

Next, the operation of the actuator 10 shown in fig. 2 will be described. When an alternating current (sinusoidal current or rectangular current) is applied to a coil (not shown) constituting the actuator 10, a magnetic flux is guided from the S pole to the N pole in the permanent magnet in a state where a current in a predetermined direction is applied to the coil, thereby forming a magnetic flux circuit. As a result, the mover 13 moves in the opposite direction to the gravity (upward direction). On the other hand, when a current in a direction opposite to the predetermined direction is caused to flow through the coil, the mover 13 moves in the gravitational direction (downward direction). The ac current causes the current flowing through the coil to change its flow direction alternately, so that the mover 13 repeats the above-described operation and reciprocates in the axial direction of the shaft 15 with respect to the stator 12. Thereby, the auxiliary mass 11 engaged with the shaft 15 vibrates in the up-down direction. The absorber including the driver 10 and the auxiliary mass 11 controls the acceleration of the auxiliary mass 11 based on the current control signal output from the amplifier 4 to adjust the damping force, thereby canceling the vibration generated in the body frame 2 and reducing the vibration.

Next, the vibration transmission characteristics of the vehicle body frame 2 shown in fig. 1 will be described with reference to fig. 4. Here, the following example is explained: the vibration source of the vehicle body frame 2 is only the engine 1, and vibration generated in the vicinity of a driver's seat (driver seat) 6 among vibrations generated in the vehicle body frame 2 is suppressed. The engine pulse for driving the engine 1 is a pulse that rises at the timing of ignition, and if the rotational speed of the engine 1 for four cylinders is 1200rpm, a pulse signal of 40Hz is generated and output (see fig. 4 (a)). Since each cylinder of the engine 1 is ignited by the engine pulse, vibration synchronized with the ignition pulse is generated from the engine 1 (see fig. 4 (b)). The vibration generated in the engine 1 is transmitted to the seat 6 through the body frame 2. In this case, the vibration transmission characteristic of the body frame 2 is denoted as F'. The vibration generated in the engine 1 changes in phase (for example, with a delay θ ') due to the vibration transmission characteristics F' of the vehicle body frame 2, and also changes in amplitude, and appears as vibration of the seat 6. This vibration is detected by the acceleration sensor 5, and thereby the vibration generated in the seat 6 can be detected (see fig. 4 (c)). If vibration (vibration indicated by a broken line in fig. 4) of the opposite phase of the above vibration signal obtained by the acceleration sensor 5 is generated at the position of the seat 6, the vibration generated at the seat 6 can be cancelled, and thus the vibration of the seat 6 can be suppressed.

However, when a vibration source that generates a damping force for suppressing vibration is provided near the seat 6, the vibration source may not be provided due to restrictions on the vehicle layout. Therefore, the actuator 10 shown in fig. 1 may be required to be provided at a position different from the position where vibration is to be suppressed (the position where the acceleration sensor 5 is attached). Therefore, the damping force generated by vibrating the auxiliary mass 11 is transmitted through the vehicle body frame 2 to reach the seat 6. At this time, the phase and amplitude of the vibration generated in the actuator 10 change due to the transmission characteristic F of the body frame 2. Therefore, the vibration generated by the actuator 10 needs to generate a signal in the opposite phase of the output signal of the acceleration sensor 5 in consideration of the phase change and the amplitude change (for example, advancing the phase by θ, increasing the amplitude, etc.) generated based on the vibration transmission 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) (see fig. 4 (d)). The transmission characteristic G is a transmission characteristic from the input of the excitation command to the amplifier 4, including the vibration transmission characteristics F of the driver 10, the amplifier 4, and the body frame, to the output of the acceleration sensor.

Therefore, the present invention takes into consideration the phase change and the amplitude change generated based on the vibration transmission 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) to generate the damping force.

Next, the following operations of the control unit 3 shown in fig. 1 will be described with reference to fig. 3: the excitation command for generating the damping force is generated in consideration of the phase change and the amplitude change generated based on the vibration transmission characteristic G from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5. Fig. 3 is a block diagram showing a detailed configuration of the control unit 3 shown in fig. 1. The output signal of the acceleration sensor 5 and the engine pulse signal of the engine 1 are input to the control unit 3, and an excitation command (force command value) is output from the control unit 3 to the amplifier 4. The control method described here is based on an adaptive control algorithm that uses a least square method or the like that can suppress a state quantity (here, vibration) at a reference point (here, a vibration detection position) with respect to a fundamental frequency component and its harmonic component of a periodic signal.

First, an acceleration sensor output signal output from the acceleration sensor 5 is outputMultiplied by the convergence gain 2 mu. On the other hand, the engine pulse signal is input to the period detection unit 31, the period of the engine pulse signal is detected, and the detected period is output to the sine wave oscillator 32. The sine wave oscillator 32 receives an input of a pulse period, and the sine wave oscillator 32 outputs a reference sine wave sin (ω t) and a reference cosine wave cos (ω t). The acceleration sensor output signal multiplied by the convergence gain 2 μ is multiplied by the reference sine wave sin (ω t) and the reference cosine wave cos (ω t) output from the sine wave oscillator 32 by multipliers 33 and 34, respectively. Then, the integrators 35 and 36 perform integration, and the integrators 35 and 36 output the integration resultAnd

then, it will be outputted from the integrator 35The signal is multiplied by the multiplier 37 with the reference cosine wave cos (ω t), and the resultant is output from the multiplier 37On the other hand, to be output from the integrator 36Multiplies the reference sine wave sin (ω t) by a multiplier 38 to output

Then, the adder 39 adds the output of the multiplier 37And output from multiplier 38When the addition is performed, the addition is output from the adder 39 according to the addition theorem of trigonometric functionBy mixing theThe excitation command for generating the damping force can be generated by multiplying the inverse characteristic 1/G of the damping force transmission path from the input of the excitation command value to the output of the acceleration sensor 5. The inverse characteristic calculating unit 40 (excitation command correcting means) corrects the output from the adder 39An excitation command for generating a damping force is generated by giving inverse characteristic 1/G of a damping force transmission path from an input excitation command value to an output of the acceleration sensor 5, and is output to the amplifier 4. The inverse characteristic calculating unit 40 shown in fig. 3 measures the mass of the auxiliary mass attached to the actuator 10, the driving performance of the actuator 10, the vibration transmission characteristic F of the body frame 2, and the like in advance, and sets the inverse characteristic (1/G) of the transmission characteristic G obtained from these measured values.

When this excitation command is output to the amplifier 4, the auxiliary mass 11 vibrates to generate a damping force, thereby suppressing the vibration generated by the engine 1 and transmitted to the seat. In this case, the vibration damping force generated by the actuator 10 vibrating the auxiliary mass is generated in consideration of the phase change and the amplitude change generated based on the transmission characteristic G including the vibration transmission characteristic F from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5, and therefore, even if the position where the vibration is detected (the position of the seat 6) is different from the position where the vibration damping force is generated, the generated vibration can be effectively suppressed.

As described above, by outputting to the actuator 10 an excitation command for generating a damping force to which the inverse characteristic 1/G of the damping force transmission path including the vibration transmission characteristic F from the position where the actuator 10 is attached to the position where vibration damping is required (seat 6), the following effects are obtained: the vibration damping force to be generated can be appropriately damped without being affected by the transmission characteristics from the position where the vibration exciting means is attached to the vibration detecting means. Further, since the actuator 10 can be attached to an arbitrary position of the body frame 2, the degree of freedom of positioning for attaching the damper device can be improved. Further, since the actuator 10 can be mounted at any position, the damper device can be mounted on the vehicle after installation. Further, since the vibration generated in the vehicle can be reduced by the vibration damping device, the comfort of the vehicle driver can be improved.

In the above description, the linear actuator 10 shown in fig. 2 is used to generate the damping force, but the drive source may be any drive source as long as it can generate a reaction force to suppress vibration by vibrating the auxiliary mass 11.

(second embodiment)

Next, a description will be given of a vibration damping device according to a second embodiment of the present invention, and the same portions as those of the first embodiment will be given the same reference numerals, and the description and the drawings will be omitted. Fig. 1, 2, and 4 are the same as those of the first embodiment, and fig. 5 will be described instead of fig. 3. The vibration damping device according to the second embodiment is configured such that the control unit 3 according to the first embodiment is a control unit 103 described below.

Fig. 5 is a control block diagram showing a detailed configuration of the control unit 103. The output signal of the acceleration sensor 5 and the engine pulse signal of the engine 1 are input to the control unit 103, and an excitation command is output from the control unit 103 to the amplifier 4. The control method described here is based on an adaptive control algorithm that uses a least square method or the like that can suppress a state quantity (here, vibration) at a reference point (here, a vibration detection position) with respect to a fundamental frequency component of a periodic signal and its harmonic component.

First, the result (pulse period) obtained by detecting the period of the engine pulse signal output from the engine 1 by the period detection unit 131 is input to the sine wave oscillator 132, and the reference sine wave sin (ω t) and the reference cosine wave cos (ω t) are output from the sine wave oscillator 132 based on the result (pulse period). On the other hand, the acceleration sensor output signal output from the acceleration sensor 5 is multiplied by the convergence gain 2 μ, multiplied by the reference sine wave sin (ω t) and the reference cosine wave cos (ω t) output from the sine wave oscillator 132 by the multipliers 133 and 134, integrated by the integrators 135 and 136, and the integrator 135 outputs the phase difference componentFrom integralThe device 136 outputs the phase difference component

The value setting unit 137 includes two tables in which the phase component · 1/G (j ω) of the transmission characteristic G of the damping force transmission path and the amplitude component |1/G (j ω) | of the transmission characteristic G are stored in advance in association with each frequency. The cycle of the engine pulse signal detected by the cycle detecting unit 131 is input to the value setting unit 137, the phase component × 1/G (j ω) and the amplitude component |1/G (j ω) |, which are associated with the frequency obtained from the cycle, are read from the two tables, the phase component is P, and the amplitude component is 1/G, and are output to the sine wave oscillator 138. The sinusoidal wave oscillator 138 receives the result of the detection of the cycle of the engine pulse signal by the cycle detector 31, and the phase component P and the amplitude component 1/G of the vibration transfer characteristic G. The sine wave oscillator 138 outputs a correction reference sine wave (1/G) sin (ω t + P) and a correction reference cosine wave (1/G) cos (ω t + P) which are obtained by multiplying (multiplying by the amplitude component 1/G and adding the phase component P) the inverse characteristics ([ u ] 1/G (j ω) and [ u ] 1/G (j ω) |) of the vibration transfer characteristic G by the reference sine wave sin (ω t) and the reference cosine wave cos (ω t) which are generated by obtaining a frequency from the pulse period and being equal to the frequency. Then, the phase difference component output from the integrator 135 is converted into a phase difference componentThe sum correction reference cosine wave (1/G) cos (ω t + P) is multiplied by the multiplier 139, and the phase difference component output from the integrator 136 is multiplied by the sum correction reference cosine wave (1/G) cos (ω t + P)The sum correction reference cosine wave (1/G) cos (ω t + P) is multiplied by the multiplier 140. The output of the multiplier 139 and the output of the multiplier 140 are added by an adder 141, and obtained by the addition theorem of trigonometric functionsOf the signal of (1). Namely, the following signals are obtained: output signal of acceleration sensorThe phase difference component (P) is added to the amplitude component (1/G) multiplied by (-1) for phase inversion and the vibration transfer characteristic (G). The signal output from the adder 141The excitation command for generating the damping force is obtained in consideration of the phase change and the amplitude change generated based on the vibration transmission 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 to generate 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 by the actuator 10 vibrating the auxiliary mass 11 is a vibration damping force in consideration of the phase change and the amplitude change generated based on the transmission characteristic G including the vibration transmission characteristic F from the mounting position of the actuator 10 to the mounting position of the acceleration sensor 5, and therefore, even if the position where the vibration is detected (the position of the seat 6) is different from the position where the vibration damping force is generated, the generated vibration can be effectively suppressed.

As described above, by outputting to the actuator 10 an excitation command for generating a damping force to which the inverse characteristic 1/G of the damping force transmission path including the vibration transmission characteristic F from the position where the actuator 10 is attached to the position where vibration damping is required (seat 6), the following effects are obtained: the vibration damping force to be generated can be appropriately damped without being affected by the transmission characteristics from the position where the vibration exciting means is attached to the vibration detecting means. Further, since the actuator 10 can be attached to an arbitrary position of the body frame 2, the degree of freedom of positioning for attaching the damper device can be improved. Further, since the actuator 10 can be mounted at any position, the damper device can be mounted on the vehicle after installation. Further, since the vibration generated in the vehicle can be reduced by the vibration damping device, the comfort of the vehicle driver can be improved.

Further, since the inverse characteristic 1/G of the transfer characteristic G of the entire control system is multiplied by the reference sine wave and the reference cosine wave in advance, the calculation processing circuit for multiplying the inverse characteristic 1/G can be simplified, and the calculation processing can be accelerated. When the excitation command of the damping force to be generated is multiplied by the inverse characteristic 1/G of the vibration transfer characteristic G, the frequency or the like cannot be easily obtained from the obtained instantaneous value of the damping force to be generated, and therefore it is necessary to analyze the vibration for a predetermined time to obtain the frequency or the like and multiply the inverse characteristic corresponding to the obtained frequency. On the other hand, since the calculation of the present invention multiplies the inverse characteristic 1/G in advance at the time of generating the reference vibration signal, it is not necessary to analyze the vibration signal for a predetermined time, and the calculation of the multiplication by the inverse characteristic can be performed by referring to only the table.

The cycle detection circuit 131 shown in fig. 5 may be replaced with a frequency detection unit that detects the frequency of the engine pulse signal. Accordingly, since the sine wave oscillators 132 and 138 do not need to obtain frequencies from the pulse periods internally, the structures of the sine wave oscillators 132 and 138 can be simplified.

Industrial applicability

The vibration damping devices of the first and second inventions can be applied to the following uses: the vibration is suppressed in the case where the position where vibration damping is required is different from the position where the vibration damping force is generated. In the above description, the object to be damped is described as the body frame of the automobile, but the device to be damped in the damping device according to the present invention is not necessarily the body frame of the automobile, and may be the body of the intelligent transport vehicle, the robot arm, or the like.

Claims (5)

1. A vibration damping device is characterized by comprising:

a vibration detection unit that detects vibration that is caused by a vibration generation source and transmitted to a position to be damped;

a vibration exciting unit which is provided at a position different from the position where vibration is to be reduced and generates a damping force to cancel the vibration; and

an excitation command generating means for outputting an excitation command for causing the excitation means to generate a damping force on the basis of the vibration detected by the vibration detecting means,

wherein the excitation command generating means includes a value setting unit having two tables in which a phase component of a transmission characteristic of the damping force transmission path and an amplitude component of the transmission characteristic are stored in advance in association with each frequency,

the vibration command generating means generates a vibration command for generating the vibration damping force from a calibration reference sine wave or a calibration reference cosine wave obtained by multiplying a reference sine wave or a reference cosine wave having a frequency equal to the frequency of the vibration damping position by the inverse characteristic of the transmission characteristic of the vibration damping force transmission path read from the tables and associated with the frequency of the vibration damping position, and outputs the vibration command to the vibration unit; the inverse characteristic of the damping force transmission path includes a vibration transmission characteristic from a position where the vibration unit is attached to the vibration-damping-required position.

2. The vibration damping device according to claim 1,

further comprises a frequency detection means for detecting the frequency of the vibration caused by the vibration generation source,

a reference sine wave or a reference cosine wave having a frequency equal to the frequency of the vibration to be damped is generated based on the frequency detected by the frequency detecting means.

3. Damping device according to claim 1 or 2,

the vibration unit is mounted on a body frame of a vehicle.

4. A vehicle comprising the vibration damping device according to claim 3.

5. A vehicle comprising the vibration damping device according to claim 1 or 2.