JPS6112434A - Vehicle vibration controlling equipment - Google Patents
Vehicle vibration controlling equipmentInfo
- Publication number
- JPS6112434A JPS6112434A JP13459284A JP13459284A JPS6112434A JP S6112434 A JPS6112434 A JP S6112434A JP 13459284 A JP13459284 A JP 13459284A JP 13459284 A JP13459284 A JP 13459284A JP S6112434 A JPS6112434 A JP S6112434A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle body
- vibration
- actuator
- vibrational
- signal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Vibration Prevention Devices (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の技術分野〕
この発明は車輛のエンジンからの変動トルク外乱によっ
て励起される車体振動を抑制する車輛の振動制御装置に
関するものである。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a vehicle vibration control device that suppresses vehicle body vibrations excited by fluctuating torque disturbances from a vehicle engine.
自動車等の車輛の重要な技術課題の一つに振動に関して
乗心地等の快適車輛の追求がある。従来、乗心地の向上
に関連して車体を支持するショックアブソーバの減衰力
制御装置の装着、さらにはエンジンを支持するマウント
機構に振動吸収機能を付与する等の工夫を施こして車体
振動の低減を図っている。ところが横置きエンジンでＦ
Ｆ（フロントエンジン、フロントドライブ）方式では特
にエンジンの駆動反トルクが大きくなシ、その方向が車
体の振動方向と一致するためにエンジンからの変動トル
クがエンジンマウントを介して伝達され、車体の振動が
過大に励起される問題が表面化する。エンジンマウント
はエンジンと車体の接点で、設計時には多くの検討課題
があり、次のような相反する条件を満足しなければなら
ない。すなわち、駆動反トルクが大きい領域ではエンジ
ンおよびマフラー等の排気系の変位を制限するため、エ
ンジンマウントは剛性にする必要があり、アイドリング
および中高回転域における比較的トルクが小さい領域で
は振動絶縁を主目的としてマウントは低剛性にする必要
がある。これら相反する条件を高次元に実現する手段は
極めて困難で、また車体の曲げモード振動の固有振動数
がアイドリンク回転数域に近接ないしは一致する場合、
車体の振動が極めて大きくなり、乗心地が低下する問題
がある。これはエンジンマウントを含めて車体振動の低
減は車輛の乗心地、快適性の向上を図る上で重要な技術
課題である。特に横置きエンジンでＦＦ駆動方式を採用
する車輛では、アイドリンダ回転数領域に車体の固有振
動数が近接ないしは存在すること、さらには変動トルク
の方向が車体の振動の方向と一致するなどによって車体
には過度の振動が励起され、乗心地や快適性などの低下
には著しいものがあった。One of the important technical issues for vehicles such as automobiles is the pursuit of comfortable vehicles such as ride quality with regard to vibration. Conventionally, in order to improve ride comfort, efforts have been made to reduce vehicle body vibration by installing damping force control devices for shock absorbers that support the vehicle body, and by adding vibration absorption functions to the mount mechanism that supports the engine. We are trying to However, with a horizontally mounted engine, F
In the F (front engine, front drive) system, the driving reaction torque of the engine is especially large, and its direction matches the vibration direction of the car body, so fluctuating torque from the engine is transmitted via the engine mount, causing vibrations of the car body. The problem of excessive excitation of The engine mount is the point of contact between the engine and the vehicle body, and there are many issues to consider when designing it, and the following conflicting conditions must be satisfied. In other words, in areas where drive reaction torque is large, the engine mount must be rigid in order to limit the displacement of the engine and exhaust system such as the muffler, while in areas where torque is relatively small in the idling and mid-to-high speed ranges, vibration isolation is the main focus. For this purpose, the mount needs to have low rigidity. It is extremely difficult to realize these conflicting conditions in a high dimension, and if the natural frequency of the bending mode vibration of the car body is close to or coincides with the idle link rotation speed range,
There is a problem in that the vibration of the vehicle body becomes extremely large and the riding comfort deteriorates. Reducing vehicle body vibration, including the engine mount, is an important technical issue in improving vehicle ride comfort and comfort. In particular, in vehicles that use a front-wheel drive system with a horizontally mounted engine, the natural frequency of the vehicle body is close to or exists in the idler rotation speed region, and furthermore, the direction of fluctuating torque coincides with the direction of vibration of the vehicle body. Excessive vibrations were excited, and the ride quality and comfort were significantly reduced.
第１図は車輛の車体振動の発生メカニズムを示すもので
、図において、１はエンジン、２．３はエンジン１の前
方および後方部を弾性的には支持するフロントエンジン
マウントと、リアーエンジンマウント、４は車体で、エ
ンジン１が上記両エンソンマウント２，３を介して車体
４に装着される。５は車体４上に設置される座席である
。Figure 1 shows the mechanism by which body vibrations occur in a vehicle. In the figure, 1 is an engine, 2.3 is a front engine mount that elastically supports the front and rear parts of the engine 1, a rear engine mount, 4 is a vehicle body, and the engine 1 is mounted on the vehicle body 4 via both engine mounts 2 and 3. 5 is a seat installed on the vehicle body 4.
上記横置キニンジン車でのエンジン１のシリンダは複数
個あシ、その配列は車体４に対して横断する方向すなわ
ち長手方向に直角方向に配列される。このためエンジン
を駆動させると、エンジン１の挙動は第１図の矢印で示
すようにシリンダの圧力変動に伴なうトルクを受けて駆
動軸を回転中心とするロッキング振動の励起が卓越する
。一方、車体４の振動特性には第１図の破線で示すよう
に車体全体が曲げ変形する弾性モードで振動する固有振
動数（通常は約２５Ｈｚ）が存在する。特にエンジン１
のロッキング振動の周波数と、車体４の固有振動数とが
近接ないしは一致するアイドリンダ回転数領域では、車
体４は共振現象によって過度の振動が励起され、車体４
上に設置される座席５に振動が伝達されることになシ、
乗心地や快適性が低下し、乗員に肉体的、精神的な苦痛
を与え机
〔発明の概要〕
この発明は、かかる問題に鑑みなされたもので、エンジ
ンから車体に印加される変動トルク外乱を検出し、この
変動トルク外乱を打消すような制振力を車体に付与する
アクチュエータを備えたことによシ、車体の振動を積極
的に低減できる車輛の振動制御装置を提供することにあ
る。The engine 1 in the transverse engine vehicle has a plurality of cylinders, which are arranged in a direction transverse to the vehicle body 4, that is, in a direction perpendicular to the longitudinal direction. Therefore, when the engine is driven, the behavior of the engine 1, as shown by the arrows in FIG. 1, is dominated by the excitation of rocking vibrations around the drive shaft as a result of receiving torque due to pressure fluctuations in the cylinder. On the other hand, the vibration characteristics of the vehicle body 4 include a natural frequency (usually about 25 Hz) at which the entire vehicle body vibrates in an elastic mode in which it bends and deforms, as shown by the broken line in FIG. Especially engine 1
In the idler rotation speed region where the frequency of the rocking vibration of the vehicle body 4 is close to or coincides with the natural frequency of the vehicle body 4, excessive vibrations are excited in the vehicle body 4 due to a resonance phenomenon, and the vehicle body 4
There is no possibility that vibrations will be transmitted to the seat 5 installed above.
[Summary of the Invention] This invention has been made in view of the above problem, and is designed to reduce the fluctuating torque disturbance applied from the engine to the vehicle body. It is an object of the present invention to provide a vibration control device for a vehicle that can actively reduce vibrations of a vehicle body by having an actuator that detects the fluctuation torque disturbance and applies a damping force to the vehicle body to cancel out this fluctuating torque disturbance.
以下この発明の一実施例を図について説明する。 An embodiment of the present invention will be described below with reference to the drawings.
第２図において、第１図と同一部分は同一符号を付して
説明は省略する。６は車体４に装着するアクチュエータ
、７は車体４に固着した振動加速度を検出する振動セン
サ、８はこの振動センサ７からの信号を受け、アクチュ
エータ６を駆動する制御回路である。In FIG. 2, the same parts as in FIG. 1 are designated by the same reference numerals, and their explanation will be omitted. 6 is an actuator attached to the vehicle body 4; 7 is a vibration sensor fixed to the vehicle body 4 for detecting vibration acceleration; 8 is a control circuit that receives a signal from the vibration sensor 7 and drives the actuator 6.
第３図は制御回路８のブロック図を示すもので、８１は
振動検出回路、８２は演算回路、８３は駆動回路である
。すなわち、振動センサ７によって検出された車体４の
振動は、振動検出回路８１で電気信号として増幅され、
演算回路８２に人力される。そして演算回路８２は所定
の利得、位相特性を持つ電気回路で上記信号の利得２位
相を調節して駆動回路８３に伝達する。駆動回路８３は
アクチュエータ６を駆動する割振力を発生するための電
力を供給する。FIG. 3 shows a block diagram of the control circuit 8, in which 81 is a vibration detection circuit, 82 is an arithmetic circuit, and 83 is a drive circuit. That is, the vibration of the vehicle body 4 detected by the vibration sensor 7 is amplified as an electrical signal by the vibration detection circuit 81,
The calculation circuit 82 is manually operated. The arithmetic circuit 82 is an electric circuit having predetermined gain and phase characteristics, and adjusts the gain and two phases of the signal, and transmits the adjusted signal to the drive circuit 83. The drive circuit 83 supplies electric power to generate the allocation force that drives the actuator 6.
第４図はアクチュエータ６に動電型リニアアクチュエー
タを適用した一実施例を示す構成図で、６１は永久磁石
、６２は円筒状のヨーク、６３はコイル、６４はコイル
６３を支持するコイルサポート、６５はヨーク６２の上
下端部に配設されヨーク６２を保持する支持ばね、６６
はヨーク６２を貫通したガイド棒、６７はヨーク６２の
上下端部に固着したスライドベアリングで′、ガイド棒
６６に沿って摺Ｉｎ、ヨーク６２は上下方向にリニアに
駆動される。６８はケーシングである。上記のリニアア
クチュエータの動作につｂて説明すると、永久磁石６１
は半径方向に着磁されてヨーク６２に固着され、磁気回
路を形成してコイル６２が挿入される空隙では所定の磁
束密度が生ずる。これによシコイル６２に駆動回路８３
より駆動電流が供給されると、電磁気宇作用によってコ
イル６３と永久磁石６１との間には電磁力が発生する。FIG. 4 is a configuration diagram showing an embodiment in which an electrodynamic linear actuator is applied to the actuator 6, in which 61 is a permanent magnet, 62 is a cylindrical yoke, 63 is a coil, 64 is a coil support that supports the coil 63, Support springs 65 are disposed at the upper and lower ends of the yoke 62 and hold the yoke 62;
67 is a guide rod that passes through the yoke 62, and 67 is a slide bearing fixed to the upper and lower ends of the yoke 62. The yoke 62 is slid along the guide rod 66, and the yoke 62 is linearly driven in the vertical direction. 68 is a casing. To explain the operation of the above linear actuator, the permanent magnet 61
is magnetized in the radial direction and fixed to the yoke 62, forming a magnetic circuit, and a predetermined magnetic flux density is generated in the gap in which the coil 62 is inserted. This allows the drive circuit 83 to be connected to the coil 62.
When more driving current is supplied, an electromagnetic force is generated between the coil 63 and the permanent magnet 61 due to electromagnetic force.
この時、作用１反作用の原理に゛基づきコイル６３に生
じた電磁力はコイルサポート６４を介して車体４に固着
されるケーシング６８へ伝達され車体４に作用する。一
方、永久磁石６１に発生する電磁力はヨーク６２を支持
する支持にね６５の復元力とヨーク６２と永久磁石６１
の慣性力との和とつ）合う。At this time, the electromagnetic force generated in the coil 63 based on the action-one-reaction principle is transmitted to the casing 68 fixed to the vehicle body 4 via the coil support 64 and acts on the vehicle body 4. On the other hand, the electromagnetic force generated in the permanent magnet 61 is combined with the restoring force of the spring 65 on the support supporting the yoke 62 and the yoke 62 and the permanent magnet 61.
The sum of the inertial force and the inertial force of
上記の力学的モデルを第５図に示す。９はヨーク６２と
永久磁石６１の質量の和の付加マスで、支持ばね６５は
ばね定数Ｒｄである。またＵはコイル６３と永久磁石６
１との間に働く電磁力で、車体４には電磁力Ｕと支持ば
ね６５の復元力とが加算された割振力Ｔが作用する。ま
た支持ばね６５はヨーク６２の中立位置を確保する役割
を果す。The above mechanical model is shown in FIG. 9 is an additional mass that is the sum of the masses of the yoke 62 and the permanent magnet 61, and the support spring 65 has a spring constant Rd. Also, U is the coil 63 and the permanent magnet 6
An allocation force T, which is the sum of the electromagnetic force U and the restoring force of the support spring 65, acts on the vehicle body 4. Further, the support spring 65 serves to ensure the neutral position of the yoke 62.
次に振動低減原理を説明する。この発明による装置の振
動低減原理は車体４にエンジン１からの変動トルク外乱
と割振力が作用した時に成立する運動方程式を前提とす
る。Next, the vibration reduction principle will be explained. The vibration reduction principle of the device according to the present invention is based on an equation of motion that is established when variable torque disturbance and allocation force from the engine 1 act on the vehicle body 4.
ＭｓＸｓ ＋ＫｓＸｓ −Ｆ −Ｕ （
１）ただし、Ｍｓ二車体４の等価質量
に８：車体４の等価剛性
ＸＳ二車体４の変位
Ｆ：変動トルク外乱
Ｕ：制振力
（１）式はエンジン１から発生し、車体４に伝達される
変動トルク外乱Ｆによって励起される車体振動を検出し
、その信号に応じて制御回路８によってアクチュエータ
６が発生する制振力Ｕを車体４の振動系に印加すること
を表示している。また、機械力学的考察により、制振力
Ｕを車体４の振動加速度Ｘｓ、振動速度″Ｘｓおよび振
動変位Ｘｓに比例する力にすることによシ、それぞれ車
体４の等価質量、ダンピングおよび等価剛性を制御でき
ることがわかる。MsXs +KsXs −F −U (
1) However, Ms: 2 equivalent mass of the vehicle body 4: 8: equivalent rigidity of the vehicle body 4 The vehicle body vibration excited by the fluctuating torque disturbance F is detected, and the vibration damping force U generated by the actuator 6 is applied to the vibration system of the vehicle body 4 by the control circuit 8 in response to the detected signal. In addition, based on mechanical mechanical considerations, by making the damping force U proportional to the vibration acceleration Xs, vibration velocity "Xs" and vibration displacement Xs of the vehicle body 4, the equivalent mass, damping and equivalent rigidity of the vehicle body 4, respectively. It can be seen that it is possible to control the
第６図に制御回路８の演算回路８２を示す。図中、８２
ａ、８２ｂ、８２ｃは積分器、８２ｄはω２をカットオ
フ周波数とする高域フィルター、８２ｅはωＩとω２領
域の周波数を通過させる帯域フィルター、８２ｆはωｌ
をカットオフ周波数とする低減フィルター、８２ｇ１Ｊ
力ｎ算器である。振動セン？７によって検出される車体
４の振動加速度信号は振動検出回路８１で増幅されて演
算回路８２に入力される。演算回路８２に入力された車
体４の振動加速度信号は、一つはそのまま高域フィルタ
ー８２ｄを通過させ、ω２より低い周波数成分を除去し
て加算器８２ｇへ伝送する。一方、振動加速度信号より
分岐する一つの信号は積分回路８２ａによって振動速度
に比例する信号に変換されたのち、帯域フィルター８２
ｅを通過させω！とω２の領域以外の周波数成分は除去
する。さらに加速度信号は積分器８２ｂ、８２ｃを介し
て振動変位に比例する信号に変換されたのち、低減フィ
ルター８２ｆを通過させωｌよす高い周波数成分を除去
し、加算器８２ｇへ伝送する。ｊＪＩＩ算器８２ｇでは
これら振動加速度、速度、変位信号１加え合せ駆動回路
８３への入力信号とする構成でそれぞれのフィルターの
カットオフ周波数ω１．ω２は次のようになる。すなわ
ち車体４の固有角振動数ωｎは、
は
ω、＝０．７０７Ｘ ωｎ（３）
ω、＝１．４１４Ｘωｎ（４）
を満たすように設定することが要件となる。このように
構成することによって、高域フィルター８２ｄを通過し
た振動加速度信号によって駆動回路８３を介してアクチ
ュエータ６を振動させ、振動加速度に比例する割振力を
発生させる。この割振力は車体４の等価質量Ｍｅを見掛
は上増大させるように作用する。帯域フィルター〇２ｅ
を通過する信号は車体４の振動速度に比例する割振力を
アクチュエータ６よシ発生させることになシ、この制振
力は車体４のダンピング特性を見掛は上向上させるよう
に作用する。さらに低減フィルタ−８２ｆ’＆通過する
信号は車体４の振動変位に比例する割振力誓生じ、この
割振力は車体４の等価剛性を増大させる。FIG. 6 shows the arithmetic circuit 82 of the control circuit 8. In the figure, 82
a, 82b, and 82c are integrators, 82d is a high-pass filter whose cutoff frequency is ω2, 82e is a bandpass filter that passes frequencies in the ωI and ω2 regions, and 82f is ωl.
Reduction filter with cutoff frequency, 82g1J
It is a force n calculator. Vibration sensor? The vibration acceleration signal of the vehicle body 4 detected by the vibration detection circuit 7 is amplified by the vibration detection circuit 81 and input to the arithmetic circuit 82 . One of the vibration acceleration signals of the vehicle body 4 inputted to the arithmetic circuit 82 is passed through a high-pass filter 82d as it is, and frequency components lower than ω2 are removed and transmitted to an adder 82g. On the other hand, one signal branched from the vibration acceleration signal is converted into a signal proportional to the vibration speed by an integrating circuit 82a, and then passed through a bandpass filter 82a.
Let e pass ω! Frequency components outside the range of and ω2 are removed. Further, the acceleration signal is converted into a signal proportional to the vibration displacement via integrators 82b and 82c, and then passed through a reduction filter 82f to remove frequency components higher than ωl, and transmitted to an adder 82g. jJII calculator 82g has a configuration in which these vibration acceleration, velocity, and displacement signals 1 are added as input signals to the drive circuit 83, and the cutoff frequency ω1. ω2 is as follows. That is, the natural angular frequency ωn of the vehicle body 4 is required to be set to satisfy the following: ω,=0.707Xωn(3) ω,=1.414Xωn(4). With this configuration, the actuator 6 is vibrated via the drive circuit 83 by the vibration acceleration signal that has passed through the high-pass filter 82d, and an allocation force proportional to the vibration acceleration is generated. This allocation force acts to apparently increase the equivalent mass Me of the vehicle body 4. Band filter〇2e
The signal passing through causes the actuator 6 to generate an allocating force proportional to the vibration speed of the vehicle body 4, and this damping force acts to apparently improve the damping characteristics of the vehicle body 4. Further, the signal passing through the reduction filter 82f' produces an allocation force proportional to the vibrational displacement of the vehicle body 4, and this allocation force increases the equivalent stiffness of the vehicle body 4.
第７図はこの発明の制御による車体の振動低減の効果を
模式的に示したものである。図中、実線が非制御での車
体４の振動特性で、破線がこの発明の装着を装着した場
合の車体の波動特性である。FIG. 7 schematically shows the effect of reducing vehicle body vibration by the control of the present invention. In the figure, the solid line is the vibration characteristic of the vehicle body 4 without control, and the broken line is the wave characteristic of the vehicle body when the device according to the invention is installed.
振動変位にもとずく制振力は車体４の共振周波数より低
い領域で効果が発揮され車体４の等価剛性を高めること
で振動低減を図る。また、振動速度にもとずく制振力は
車体４の共振周波数近傍で振動低減効果を発揮し、車体
４へのダンピング効果で共振ピークの低減を図る。さら
に振動加速度にもとずく制振力は車体４の共振動周波数
よシ高い領域で効果か発揮されて等価負量を増大させる
ことで振動低減を図っている。これによって車体４の振
動は低い周波数から高い周波数の広い範囲にわたって振
動を低減することができ、単体の振動を極度に小さくで
きる。The damping force based on vibration displacement is effective in a region lower than the resonance frequency of the vehicle body 4, and vibration reduction is achieved by increasing the equivalent rigidity of the vehicle body 4. Further, the damping force based on the vibration speed exhibits a vibration reduction effect near the resonance frequency of the vehicle body 4, and the damping effect on the vehicle body 4 reduces the resonance peak. Further, the damping force based on the vibration acceleration is effective in a region higher than the resonance frequency of the vehicle body 4, and vibrations are reduced by increasing the equivalent negative amount. As a result, the vibration of the vehicle body 4 can be reduced over a wide range of frequencies from low frequencies to high frequencies, and the vibration of the vehicle body 4 can be extremely reduced.
なお、上記の実施例ではアクチュエータには動電型リニ
アアクチュエータの場合について説明したが、その他、
空気圧あるいは油圧アクチュエータであっても同様の作
用を得ることができる。In addition, in the above embodiment, an electrodynamic linear actuator was used as the actuator, but other
A similar effect can be obtained with a pneumatic or hydraulic actuator.
以上説明したようにこの発明によれば、エンジンからの
変動トルク外乱を受けて振動を生ずる車体に装着するア
クチュエータと、車体の振動加速度を検出する振動セン
サと、このセンサからの検出信号にもとずしてアクチュ
エータを駆動するだめの制御回路とを備えたので、アク
チュエータから発生する割振力を利用して車体の振動を
極めて低減することができ、これにより車輛の乗心地お
よび快適性を向上することができる効果がある。As explained above, according to the present invention, there is provided an actuator attached to a vehicle body that generates vibration in response to fluctuating torque disturbance from the engine, a vibration sensor that detects vibration acceleration of the vehicle body, and a detection signal from the sensor that is based on a detection signal from the sensor. Since the control circuit is equipped with a control circuit that drives the actuator, the vibration of the vehicle body can be extremely reduced by using the distribution force generated by the actuator, thereby improving the ride quality and comfort of the vehicle. There is an effect that can be done.
第１図は車輪の振動発生メカニズムを示す図、第２図は
この発明の一実施例を示す振動制御装置の構成図、第３
図は制御回路のブロック図、第４図はアクチュエータの
一例を示す断面図、第５図はアクチュエータの力学的モ
デルの図、第６図は演算回路のブロック図、第７図は車
体の振動特性図である。
ｌ・・・エンジン、４・・・単体、６・・・アクチュエ
ータ、７・・・振動センサ、８・・・制御回路、８２ａ
、８２ｂ。
８２ｃ・・・積分回路、８２ｄ・・・高域フィルター、
８２ｅ・・・帯域フィルター、８２ｆ・・・低減フィル
ター、８２ｇ・・・加算器。
なお、図中、同一符号は同−又は相癲部分を示す。Fig. 1 is a diagram showing the vibration generation mechanism of a wheel, Fig. 2 is a configuration diagram of a vibration control device showing an embodiment of the present invention, and Fig. 3 is a diagram showing a vibration generation mechanism of a wheel.
Figure 4 is a block diagram of the control circuit, Figure 4 is a sectional view showing an example of the actuator, Figure 5 is a mechanical model of the actuator, Figure 6 is a block diagram of the calculation circuit, Figure 7 is the vibration characteristics of the vehicle body. It is a diagram. l... Engine, 4... Single unit, 6... Actuator, 7... Vibration sensor, 8... Control circuit, 82a
, 82b. 82c...integrator circuit, 82d...high-pass filter,
82e...band filter, 82f...reduction filter, 82g...adder. In addition, in the figures, the same reference numerals indicate the same or conflicting parts.
Claims (1)
体に装着するアクチュエータ、車体の振動加速度を検出
する振動センサー、この振動センサーからの検出信号に
基づいて上記アクチュエータを振動させる制御回路、上
記制御回路において振動加速度から振動速度、振動変位
に変換する積分器を備え、振動加速度信号は高域フィル
ター、振動速度は帯域フィルター、振動変位は低減フィ
ルターを各々通過させ、これら３種の状態量を加算させ
たものを制御信号とすることを特徴とする車輛の振動制
御装置。An actuator attached to a vehicle body that generates vibrations in response to fluctuating torque disturbances from an engine; a vibration sensor that detects vibration acceleration of the vehicle body; a control circuit that vibrates the actuator based on a detection signal from the vibration sensor; Equipped with an integrator that converts vibration acceleration into vibration velocity and vibration displacement, the vibration acceleration signal is passed through a high-pass filter, the vibration velocity is passed through a bandpass filter, and the vibration displacement is passed through a reduction filter, and these three state quantities are added. A vibration control device for a vehicle, characterized in that a vibration control device uses an object as a control signal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13459284A JPS6112434A (en) | 1984-06-27 | 1984-06-27 | Vehicle vibration controlling equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13459284A JPS6112434A (en) | 1984-06-27 | 1984-06-27 | Vehicle vibration controlling equipment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6112434A true JPS6112434A (en) | 1986-01-20 |
| JPH0541452B2 JPH0541452B2 (en) | 1993-06-23 |
Family
ID=15131985
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13459284A Granted JPS6112434A (en) | 1984-06-27 | 1984-06-27 | Vehicle vibration controlling equipment |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6112434A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0290181A2 (en) * | 1987-05-08 | 1988-11-09 | BTR plc | Vehicle engine suspension systems |
| US5071159A (en) * | 1987-04-24 | 1991-12-10 | Fuji Jukogyo Kabushiki Kaisha | Active suspension system of vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5998147U (en) * | 1982-12-23 | 1984-07-03 | 日産自動車株式会社 | Vibration isolator |
-
1984
- 1984-06-27 JP JP13459284A patent/JPS6112434A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5998147U (en) * | 1982-12-23 | 1984-07-03 | 日産自動車株式会社 | Vibration isolator |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5071159A (en) * | 1987-04-24 | 1991-12-10 | Fuji Jukogyo Kabushiki Kaisha | Active suspension system of vehicle |
| EP0290181A2 (en) * | 1987-05-08 | 1988-11-09 | BTR plc | Vehicle engine suspension systems |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0541452B2 (en) | 1993-06-23 |
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