JP3777967B2 - Vehicle vibration active control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention operates an active mount based on an output including a reference frequency component and a higher order frequency component with respect to an external force vibration including a reference frequency and a higher order frequency component corresponding to the frequency of the vibration source. The present invention relates to an active control device for vehicle vibration that actively suppresses external force vibration by controlling the vehicle by an adaptive control method.
[0002]
[Prior art]
As a method for actively suppressing the vibration of the vehicle, a control unit 31 of the control device 30 of the vehicle M is connected to a delay harmonic synthesizer least mean square filter (hereinafter referred to as a DXHS LMS filter, for example) as shown in FIGS. An adaptive control method that performs active control by obtaining an optimum filter coefficient for each arbitrary number of rotations (frequency) can be employed by applying an adaptive control unit 40 including the following.
[0003]
That is, the adaptive control method using the DXHS LMS filter reduces the calculation amount of the filter coefficient in the adaptive least mean square filter (Filtered-X LMS), and is performed as follows. In this adaptive control, a crankshaft rotation pulse or the like is extracted by a sensor 12 from a vibration source 51 such as an engine of a vehicle M that is a signal source, and a frequency determination unit 41 determines that the frequency is a control target frequency ω. A control target signal having a control target frequency ω is selected and output to the adaptive filter W42. This input signal x is subjected to amplitude compensation and phase compensation by the filter coefficient of the adaptive filter W42, and is combined with a sine wave signal and output.
[0004]
The output signal y is input to the signal transfer system (transfer function G) 43, and the processed signal z is output. The processing signal z is added with an external force d that has passed through a transmission system (G ′) 52 such as engine vibration, and is detected by a sensor as an observed value. In the vibration control, the detection value target of the sensor is 0, and the difference from the target is the error signal e. Here, the error signal e is an output from the pickup acceleration sensor 15 provided on the seat 14. Using this error signal e (n) and the estimated transfer characteristic 45 of the signal transmission system defined in advance, the filter coefficient of the adaptive filter W42 is sequentially updated by the digital filter 44 (DXHS LMS). The transmission system (G ′) 52 is controlled by controlling the drive of the actuator 23 of the engine mount 20 based on the output signal y updated in the adaptive filter 42 based on the optimum filter coefficient sequentially updated in this way. The external force that has passed can be counteracted. Actually, the output signal y is amplified by the power amplifier 33 and the drive of the actuator 23 is controlled.
[0005]
In the execution of the adaptive control, the control device performs vibration within the range of the upper limit output value that is a predetermined upper limit value with respect to the reference frequency and higher-order frequency components included in the external force vibration from the vibration source. This is output to drive the active mount within the range of the individual upper limit output values provided for the reference frequency component and the higher order frequency component for each number. That is, when the output exceeds the individual upper limit output value, the output is limited to the individual upper limit output value to avoid saturation of the output.
[0006]
[Problems to be solved by the invention]
By the way, for example, when the external force vibration includes only the reference vibration and the secondary vibration, the upper limit output value is 1, and the individual upper limit output values of the reference vibration and the secondary vibration are 0.7 and 0.3. In the frequency range where the output of the reference vibration and the secondary vibration is 0.8 and 0.2, the actual output is 0.7 and 0.2 for the reference vibration and the secondary vibration, and thus the external force Is suppressed, so there is no problem. However, in the frequency range where the output of the reference vibration and the secondary vibration is 0.5 and 0.5, for example, the actual output is 0.5 and 0.3 for the reference vibration and the secondary vibration. There is no problem because the external force of the component is suppressed, but the external force remains 0.2 for the secondary vibration, and the external force is suppressed for the secondary vibration even though there is a 0.2 margin in the overall output. There is a problem that the effect does not change.
[0007]
The present invention is intended to solve the above-described problem. By appropriately distributing the output for controlling the drive of the active mount according to the frequency component of the external force vibration, the external force vibration from the vibration source is generated. It is an object of the present invention to provide an active control device for vehicle vibration that can be effectively suppressed.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, the structural feature of the invention according to claim 1 is that an adaptive filter that is sequentially updated with respect to an input signal based on a periodic pulse signal from a vibration source of a vehicle. Vibration is generated using an adaptive control method that controls the operation of the active mount, which is a mount with a vibrator provided in the vehicle, based on the output signal subjected to amplitude compensation and phase compensation by performing amplitude compensation and phase compensation using coefficients. In order to suppress external force vibration including the reference frequency component corresponding to the vibration of the source and the higher order frequency component, the reference frequency component for each frequency within the range of the upper limit output value which is a predetermined upper limit value Vehicle vibration active that controls the operation of the active mount based on the output including the reference frequency component and the higher-order frequency component within the range of the individual upper limit output values provided for the higher-order frequency component In the control device, in the frequency range where the output value of one frequency component exceeds the individual upper limit output value, the output of one frequency component is limited to the individual upper limit output value, and the next higher frequency of the one frequency component The individual upper limit output value of the secondary frequency component is applied as it is, while in the frequency range where the output value of one frequency component is within the range of the individual upper limit output value, the next higher order of the one frequency component is applied. The upper limit value of the frequency component is set to a value obtained by subtracting the output values of all the frequency components before the next higher-order frequency component from the upper limit output value.
[0009]
In the invention according to claim 1 configured as described above, an individual upper limit output value is provided in a range in which the sum does not exceed the upper limit output value for each output of each frequency component that drives the active mount in advance. In the frequency range where the output value of one frequency component exceeds the individual upper limit output value, the output of that frequency component is limited to the individual upper limit output value, and the next higher value of the one frequency component The individual upper limit output value of the secondary frequency component is applied as it is. Therefore, one vibration component and its higher-order component vibration output are output without saturation, and are appropriately output from the actuator to the active mount.
[0010]
On the other hand, in the frequency range where the output value of one frequency component is within the range of the individual upper limit output value, the upper limit value of the higher frequency component next to the one frequency component is set to the upper limit output value. Is updated to the value obtained by subtracting the output values of all the frequency components before the next frequency component, so that the external force is suppressed by the output value for one frequency component, and the next higher order Even if the output value of the frequency component exceeds the individual upper limit output value before update with this frequency component, the output value is output at the maximum within the range of the individual upper limit output value after update.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an outline of an active control system for removing vehicle body vibration of a gasoline engine vehicle M equipped with an engine mount with a vibrator according to the embodiment. FIG. 2 is a block diagram showing the active control system. The gasoline engine vehicle M is equipped with a vibrator mounted engine mount (hereinafter referred to as an engine mount) 20 which is an active mount for elastically supporting the engine 11 on the vehicle body 10.
[0012]
As shown in FIG. 3, the engine mount 20 includes an antivibration rubber 22 and an electromagnetic actuator 23 that controls the dynamic displacement of the engine below the antivibration rubber 22 in a cylindrical case 21 arranged in the vertical direction. I have. The anti-vibration rubber 22 is fixed to the inner wall at an intermediate position in the axial direction of the case 21 and is attached to the fixing bracket 24. The fixing bracket 24 is provided with a stopper portion 22a of the anti-vibration rubber 22 toward one end (the upper end in the figure) of the case 21. A fixed shaft 25 is attached to the axial center position of the fixing bracket 24 so as to extend upward in the axial direction, and a tip thereof protrudes from a through hole 21 a provided on one end side of the case 21. A fixed shaft 26 is attached to the other end of the case 21 downward in the axial direction. The engine mount 20 is fixed to the vehicle body 10 by a fixed shaft 26, and supports the engine 11 by attaching the engine 11 to the fixed shaft 25.
[0013]
A rotation pulse sensor 12 is provided on the crankshaft of the engine 11, and the rotation pulse sensor 12 outputs a crankshaft rotation pulse signal. Based on this, the control unit 31 described later sets the fundamental frequency of the output signal. Determination and signal processing are performed. A pickup acceleration sensor 15 is attached to the seat 14 in the vehicle.
[0014]
The vehicle M is provided with a control device 30. The control device 30 is provided with a control unit 31 composed of a microcomputer. The control unit 31 includes an adaptive control unit 40, and the control unit 31 executes the “vibration control program” shown in FIGS. 4 to 6 to control the engine mount 20 in an adaptive control method such as a DXHS LMS filter. This is performed by an adaptive control method using. Note that the storage unit of the control unit 31, the upper output value A _g and the reference frequency component and the high-order frequency components of the individual frequency range of the vibration generating source is an upper limit value of the output to the electromagnetic actuator 23 The data of the individual upper limit output value a _gki (i = 1, 2,...) _That is the upper limit value of the output is stored. The sum of the upper-limit output value a _gki is equal to the upper limit output value A _g.
[0015]
Further, the rotation pulse sensor 12 and the pickup acceleration sensor 15 are connected to the input side of the control unit 31. The electromagnetic actuator 23 of the engine mount 20 is connected to the output side of the control unit 31 via the power amplifier 33. In the present embodiment, with respect to the target frequency, the secondary frequency f ₂ (= 2f ₁ ) and the tertiary frequency f as higher-order frequencies with respect to the reference frequency f ₁ that is the engine frequency. ₃ (= 4f ₁ ) only, and handling of higher order frequencies is omitted. However, in actuality, the fourth and higher order higher frequencies have a very small amplitude, so even if ignored, there is almost no influence as vibration.
[0016]
Next, the operation of the embodiment having the above configuration will be described.
When the start switch of the vehicle is turned on, the control unit 31 starts execution of the “vibration control program” shown in FIGS. 4 to 6 in step 60, initializes various variables, and then rotates pulses. The frequency determination unit 61 receives the rotation number signal from the sensor 12 and determines that the frequency is the control target frequency f _k (angular frequency ω _k ) (steps 61 to 63). Further, it is recognized that the amplitude components of the external force vibrations here are a _k1 ′, a _k2 ′, and a _k3 ′ in the primary frequency (reference frequency), the secondary frequency, and the tertiary frequency, respectively (step 64). In response to this, adaptive control is executed as described below (step 65).
[0017]
The frequency determination unit 41 selects a control target signal having a control target frequency f _k (angular frequency ω _k ), and outputs the control target signal to the adaptive filter W42. The input signal x is subjected to amplitude compensation and phase compensation by the filter coefficient of the adaptive filter W42, and is combined with a sine wave signal and output. The output signal y is input to the signal transfer system (transfer function G) 43, and the processed signal z is output. The processing signal z is added with the external force d that has passed through the transmission system (G ′) 52 and detected by the pickup acceleration sensor 15 provided on the seat 14 to output an error signal e. Using this error signal e (n) and the estimated transfer characteristic 45 of the signal transmission system defined in advance, the filter coefficient of the adaptive filter W42 is sequentially updated by the digital filter 44 (DXHS LMS). Based on the optimal filter coefficients sequentially updated in this way, the output values of the primary frequency (reference frequency), the secondary frequency, and the tertiary frequency component of the output signal updated in the adaptive filter W42 are a. _k1 , _ak2 , and _ak3 are set (step 66). Here, the sum of the output values _{a k1, a k2, a k3,} as shown in Equation 1, is below the upper limit output value _{A g.}
[0018]
[Expression 1]
a _k1 + a _k2 + a _k3 ≦ A _g
[0019]
Next, the output value a _{k1 of the} primary frequency (reference frequency) is compared with the individual upper limit output value a _gk1 at the primary frequency (steps 67 and 68). When the output value a _k1 is larger than the individual upper limit output value a _gk1 , the program _moves to step 69 based on the determination of “YES”, and is updated as output value a _k1 = a _gk1 . That is, when the output value a _k1 is larger than the individual upper limit output value a _gk1 , the output value a _k1 is limited to the individual upper limit output value a _gk1 . Next, the output value a _k2 of the secondary frequency is compared with the individual upper limit output value a _gk2 at the secondary frequency (steps 70 and 71). When the output value a _k2 is larger than the individual upper limit output value a _gk2 , the output value a _k2 = a _gk2 is updated (step 72). In this case, since the output values a _k1 and a _k2 are larger than the individual upper limit output values a _gk1 and a _gk2 , the output value a _k3 of the third-order frequency is smaller than the individual upper limit output value a _gk3 , so that the output value and (Step 73). The output values a _k1 , a _k2 and a _k3 determined in this way are collectively set as the output value a _k (step 74).
[0020]
On the other hand, when the output value a _k2 is smaller than the individual upper limit output value a _gk2 , the program is moved to step 76 based on the determination of “NO” in step 71, and the output value a _k2 is updated as it is. The tertiary individual upper limit output value a _gk3 is updated as shown in the following _equation 2 (step 77). That is, upper-limit output value _{a GK3} is a value obtained by subtracting the output value _{a k1, a k2} of primary and secondary frequency components from the upper output value _{A g.}
[0021]
[Expression 2]
a _gk3 = A _g -a _k1 -a _k2
[0022]
Next, the output value a _k3 of the tertiary frequency is compared with the individual upper limit output value a _gk3 (steps 78 and 79). When the output value a _k3 is larger than the individual upper limit output value a _gk3 , the program is moved to step 80 based on the determination of “YES” and updated as output value a _k3 = a _gk3 , and the output value a _k3 is If it is smaller than the individual upper limit output value a _gk3 , the program _moves to step 81 based on the determination of “NO”, and the output value a _k3 is updated to the value as it is. In any case, thereafter, the output values a _k1 , a _k2 , and a _k3 determined in this way are collectively output as the output value a _k (step 74). After the output, the individual upper limit output values a _gk1 , a _gk2 , a _gk3 are updated to the initial values (step 75), and then the program is returned to step 62, and the processing from step 63 _onward is processed in response to the next vibration input. Is done.
[0023]
That is, in this case, in the frequency range where the primary output value a _k1 of the outputs to the electromagnetic actuator 23 exceeds the individual individual upper limit output value a _gk1 , the primary output value a _k1 = a _gk1 is set and The individual upper limit output value _agk2 of the secondary frequency component is applied as it is. Further, the two in the frequency range in the order output value within the range of the upper-limit output value a _GK2, output value upper-limit output value a _GK3 the following tertiary frequency component from the upper output value A _g a _k1, a because it is a value obtained by subtracting the _k2, tertiary frequency output value a _k3 components even exceeds the upper-limit output value before updating, the updated maximum output value based on the upper-limit output value a _GK3 Is output.
Therefore, the individual upper limit output value is appropriately updated according to the output level of each frequency component, so that external force vibration can be generated with the proper output that makes maximum use of the upper limit output value and does not saturate. It can be effectively suppressed.
[0024]
Next, a case where the output value a _k1 is smaller than the individual upper limit output value a _gk1 will be described. At this time, based on the determination of “NO” in step 68, the program is moved to step 82, the output value a _k1 is updated to the value as it is, and the secondary individual upper limit output value a _gk2 is further expressed by the following _equation 3 (Step 83). That is, upper-limit output value a _GK2 is the value obtained by subtracting the output value a _k1 of primary frequency component from the upper output value A _g.
[0025]
[Equation 3]
a _gk2 ≦ A _g −a _k1
[0026]
Next, the output value a _k2 of the secondary frequency is compared with the individual upper limit output value a _gk2 at the secondary frequency (steps 84 and 85). When the output value a _k2 is larger than the individual upper limit output value a _gk2 , the program is moved to step 86 based on the determination of “YES”, and is updated as output value a _k2 = a _gk2 (step 86). . In this _{case, a k2} is because larger upper-limit output value _{a GK2,} the output value _{a k3} is less than upper-limit output value _{a GK3,} therefore are directly output value (step 87). These output values a _k1 , a _k2 and a _k3 are collectively output as an output value a _k (step 74).
[0027]
On the other hand, when the output value a _k2 is smaller than the individual upper limit output value a _gk2 , based on the determination of “NO” in step 85, the program is moved to step 88, and the output value a _k2 is updated as it is. The tertiary individual upper limit output value a _gk3 is updated as shown in the following _equation 4 (step 89). That is, upper-limit output value _{a GK3} is a value obtained by subtracting the output value _{a k1, a k2} of primary and secondary frequency components from the upper output value _{A g.}
[0028]
[Expression 4]
a _gk3 ≦ A _g −a _k1 −a _k2
[0029]
Next, the output value a _k3 of the tertiary frequency is compared with the individual upper limit output value a _gk3 (steps 90 and 91). When the output value a _k3 is larger than the individual upper limit output value a _gk3 , the output value a _k3 = a _gk3 is updated (step 92), and when the output value a _k3 is smaller than the individual upper limit output value a _gk3 , the output The value a _k3 is updated to the value as it is (step 93). In either case, thereafter, the output values a _k1 , a _k2 , and a _k3 determined in this way are collectively output as the output value a _k (step 74). After the output, the individual upper limit output values a _gk1 , a _gk2 , a _gk3 are updated to the initial values (step 75), and then the program is returned to step 62, corresponding to the next vibration input, the steps below 63 Processing is performed.
[0030]
That is, in this case, in the frequency range where the primary output value a _k1 of the outputs to the electromagnetic actuator 23 is within the range of the individual upper limit output value a _gk1 , the individual upper limit output value a of the next secondary frequency component is _GK2 to be a value obtained by subtracting the output value a _k1 from the upper limit output value a _g a, as an output value a _k2 of the secondary frequency component exceeds the upper-limit output value a _GK2 before the update, the updated The output value is output based on the individual upper limit output value _agk2 . Similarly, the output value of the tertiary vibration component, the frequency range in which the secondary output value a _k2 is within the range of upper-limit output value a _GK2, the upper-limit output value a _GK3, the upper limit output value A _g The output values a _k1 and a _k2 are subtracted from the value.
[0031]
Accordingly, in the above embodiment, appropriate not to saturate with A separate upper output value according to the magnitude of the output of each frequency component is appropriately updated, utilizing the upper output value A _g maximally With this output, external force vibration can be effectively suppressed. As a result, the vibration of each dimension of the vehicle can be effectively suppressed in all the wide rotation speed regions of the vehicle, so that the riding comfort of the vehicle can be improved. In the above embodiment, an adaptive control method using a DXHS LMS filter is adopted as the adaptive control method, but a method using other adaptive least mean square filter (Filtered-X LMS) or the like may be used.
[0032]
【The invention's effect】
According to the first aspect of the present invention, the upper limit output value to the active mount is set from the reference frequency component of the external force vibration to the higher order frequency component for a wide frequency range of vibration from the vibration source. By appropriately distributing, the upper limit output value can be utilized to the maximum and the output is not saturated, so that external force from the vibration source can be effectively suppressed. As a result, the riding comfort of the vehicle can be improved appropriately.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing a schematic configuration of an active control system for removing body vibration of a gasoline engine vehicle M equipped with an engine mount according to an embodiment of the present invention.
FIG. 2 is a block diagram showing an active control system.
FIG. 3 is a cross-sectional view schematically showing an engine mount with a vibrator used for active control.
4 is a part of a flowchart of a “vibration control program” executed by the control unit shown in FIG. 1;
FIG. 5 is a part of a flowchart of the “vibration control program”.
FIG. 6 is a part of a flowchart of the “vibration control program”.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Car body, 11 ... Engine, 12 ... Rotation pulse sensor, 15 ... Pick-up acceleration sensor, 20 ... Engine mount with vibrator, 23 ... Electromagnetic actuator, 30 ... Control apparatus, 31 ... Control part, 40 ... Adaptive control part.

Claims (1)

The input signal based on the periodic pulse signal from the vibration source of the vehicle is subjected to amplitude compensation and phase compensation by the filter coefficient of the adaptive filter that is sequentially updated, and based on the output signal subjected to amplitude compensation and phase compensation Using an adaptive control method that controls the operation of the active mount, which is a mount with a vibrator on a vehicle, suppresses external force vibrations that include reference frequency components and higher-order frequency components corresponding to the vibration of the vibration source. Therefore, within the range of the upper limit output value, which is a predetermined upper limit value, and within the range of the individual upper limit output value provided for the reference frequency component and the higher order frequency component for each frequency. In the vehicle vibration active control device for controlling the operation of the active mount based on an output including a reference frequency component and a higher-order frequency component,
In the frequency range where the output value of one frequency component exceeds the individual upper limit output value, the output of the one frequency component is limited to the individual upper limit output value, and the next higher frequency of the one frequency component The individual upper limit output value of the secondary frequency component is applied as it is,
On the other hand, in the frequency range where the output value of the one frequency component is within the range of the individual upper limit output value, the upper limit value of the higher order frequency component next to the one frequency component is set to the upper limit output value. An active control device for vehicle vibration, characterized in that a value obtained by subtracting output values of all frequency components before the next higher-order frequency component from

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