Patent Publication Number: US-7715949-B2

Title: Vibration reducing device

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   This application claims priority under 35 U.S.C. §119 to Japanese Patent Application Nos. 2006-294546, filed on Oct. 30, 2006, and 2007-193112 filed Jul. 25, 2007, the disclosures of which are incorporated by reference herein in the entirety. 
   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention relates to a device for reducing the vibration of a control object, which can be applied to reduce the high-frequency vibration of the control object. A fuel injector of an internal combustion engine is one such control object that has a high-frequency vibration to be reduced. 
   2. Description of Related Art 
   In a direct-injection diesel engine, fuel that has been compressed to a high pressure is directly sprayed into the cylinders by fuel injectors. The fuel injectors may be supported, for example, by known structures. That is, the fuel injector may be installed in a fuel injector mounting hole formed in the cylinder head, and pressed and fixed in the cylinder head by a nozzle support. The nozzle support includes a forked part that terminates in two prongs, is placed over the fuel injector, is supported on the head main body at a supporting point on the opposite end, and is fastened with a bolt on the cylinder head. The axial force of the bolt is transferred to the forked part of the nozzle support, and the fuel injector is pressed and fixed on the cylinder. 
   The fuel injector includes a needle valve and other moving elements. The lifting/retraction of the needle valve against the seat, controls the injection of fuel. The opening and closing of the needle valve in the fuel injector generates an impact force due to collision. Specifically, in a common rail type diesel engine, as the internal elements of the fuel injector are driven by the high-pressure fuel, the impact force generated in the fuel injector is high. As the fuel injector vibrates due to the impact force, the vibration is transmitted via the nozzle support and cylinder head connected to the fuel injector, to other parts of the engine, which are main factors contributing to engine noise. 
   BRIEF SUMMARY OF THE INVENTION 
   The present inventors have proposed the following arrangement: an actuator prepared by laminating thin sheet-shaped piezoelectric elements that stretch in the axial direction corresponding to an applied voltage is arranged between the cylinder head seat surface and the fuel injector, and by feeding back the acceleration in the axial direction of the fuel injector, the vibration of the fuel injector is reduced. However, for a digital controller, when the original signal contains high-frequency components that exceed one-half of the sampling frequency (i.e. the Nyquist frequency), the high-frequency components are folded at the Nyquist frequency and are superimposed on the original signal, generating an error known as aliasing (i.e. folding noise). In order to prevent aliasing, usually the high-frequency components that exceed the Nyquist frequency are eliminated with a low-pass filter (i.e. high-cut filter). 
   In the related art, when the frequency region associated with the control object contains high frequencies, it is necessary to use a high-speed digital controller that allows an increased sampling frequency and Nyquist frequency, and an expanded frequency bandwidth free of aliasing errors. However, these types of digital controllers are costly. 
   An object of the present invention is to solve the aforementioned problems of the related art by providing a vibration reducing device that can execute control without generating error for the high frequency region above the Nyquist frequency of the digital controller. 
   In an embodiment, a vibration reducing device that reduces the vibration of a control object is provided. The vibration reducing device includes a digital controller. A vibration state detection device connected with the digital controller detects the vibration of the control object and generates an analog signal of the vibration of the control object. An input-side bandpass filter connected with the vibration state detection device has a passband that is narrower than a frequency range from a Nyquist frequency to a sampling frequency of the digital controller, and that contains no frequencies that are an integer multiple of the Nyquist frequency of the digital controller. The input-side bandpass filter allows a part of the analog signal that falls within the passband from the analog signal generated by the vibration state detection device to pass. An A/D conversion device arranged between the input-side bandpass filter and the digital controller converts the analog signal that has passed through the input-side bandpass filter into a digital signal. A D/A conversion device connected with the digital controller converts a digital feedback control signal, determined by the digital controller on the basis of the digital signal converted by the A/D conversion device, into an analog feedback control signal. An actuator connected with the digital controller through the D/A conversion device applies vibration to the control object on the basis of the analog feedback control signal converted by the D/A conversion device. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate preferred embodiments of the invention, and together with the general description given above and the detailed description given below, serve to explain features of the invention. 
       FIG. 1  is a diagram illustrating the fuel supply system using the fuel injector vibration reducing device according to an embodiment of the present invention; 
       FIG. 2  is a diagram illustrating the structure of a fuel injector; 
       FIG. 3  is a cross-sectional view illustrating the cylinder head where the fuel injectors are installed, as seen from the front of the engine (in the crankshaft direction); 
       FIG. 4  is a diagram illustrating the a part of the fuel injector vibration reducing device according to an embodiment of the present invention; 
       FIG. 5  is a diagram illustrating a method for constructing a digital controller; 
       FIG. 6  is a diagram illustrating signal processing of the fuel injector vibration reducing device according to an embodiment of the present invention; 
       FIG. 7  is a diagram illustrating the effect when the fuel injector vibration reducing device is in use; 
       FIG. 8  is a diagram illustrating another embodiment of the fuel injector vibration reducing device of the present invention; 
       FIG. 9  is a diagram illustrating the passband of the intermediate frequency band control part and the high-frequency band control part; and 
       FIG. 10  is a diagram illustrating the effect of the embodiment of  FIG. 8 . 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   Embodiment 1 
     FIG. 1  is a diagram illustrating a fuel supply system with fuel injectors to which the vibration reducing device of the present invention has been applied. This fuel supply system shown is used in common rail type diesel engines for automobiles. 
   The fuel in fuel tank  81  is pumped out with low pressure pump  83  via filter  82 , compressed to a high pressure state by high-pressure supply pump  84 , and fed to common rail  85 . High-pressure supply pump  84  contains a pressure regulator. As a result, the excess fuel is returned to fuel tank  81 , and the pressure in common rail  85  is controlled to the prescribed level. The high-pressure fuel is fed from common rail  85  to each fuel injector  20 , and as fuel injector  20  is driven to open the valve, the fuel is directly sprayed into each cylinder. 
   The operation of fuel injector  20  is controlled by controller  100 . The controller  100  computes the fuel injection time and fuel injection quantity on the basis of the load on the engine (via e.g. the displacement of the accelerator pedal, etc.) and the engine rpm, and outputs a corresponding valve-opening instruction signal to fuel injector  20 . Also, on the basis of the load on the engine and the engine rpm, controller  100  computes the fuel injection pressure, and controls the pressure regulator of high-pressure supply pump  84  so that the fuel in common rail  85  is at the computed fuel injection pressure. Controller  100  is a microcomputer with a central processing unit (CPU), read-only memory (ROM), random-access memory (RAM) and an input/output interface (I/O interface). Controller  100  may also be made up of plural microcomputers. 
   According to the present invention, the vibration of each fuel injector can be reduced. The cause of the generation of vibrations in the fuel injector is as follows.  FIG. 2  is a diagram illustrating the structure of the fuel injector. Fuel injector  20  contains needle valve  21 , above which is a combustion pressure chamber and below which is a fuel injection chamber. 
   When solenoid  22  of fuel injector  20  is closed, needle valve  21  presses against seat  23  due to the pressure in the combustion pressure chamber, so that no fuel is sprayed. Then, the controller instructs solenoid  22  of fuel injector  20  to open, which opens the combustion pressure chamber, causing the pressure in the combustion pressure chamber to fall. As a result, the pressure of the fuel injection chamber drives needle valve  21  up, so that injection hole  24  opens, spraying the fuel. Then, the controller instructs solenoid  22  of fuel injector  20  to close, so that the pressure in the combustion pressure chamber recovers and needle valve  21  is driven down such that needle valve  21  is seated on seat  23 , and the fuel injection process comes to an end. The collision of needle valve  21  against seat  23  produces vibrations. Particularly in the fuel injection system using a common rail, since the combustion pressure is very high, a high impact force takes place, causing strong vibrations in fuel injector  20 . 
     FIG. 3  is a cross-sectional view of cylinder head  40  in which fuel injector  20  is installed as seen from the front of the engine (i.e. in the direction of the crankshaft). Here, cylinder head  40  is fixed to the cylinder block by head bolt  51 . In  FIG. 3 , however, the cylinder block is not shown. 
   Fuel injector  20  is installed and fixed in fuel injector mounting hole  41  formed on cylinder head  40 , and is pressed and fixed by nozzle support  30  on cylinder head  40 . 
   Bolt through-hole  33  is formed on nozzle support  30 . Two-prong forked part  31  that spans camshaft  45  is formed at one end of nozzle support  30 . Two-prong forked part  31  is in contact with pressure-receiving portion  26  of fuel injector  20 . The other end  32  of nozzle support  30  is in contact with pivot pin  43 , which can pivot (i.e. tilt) freely, embedded near side wall  42  of cylinder head  40 . Bolt  52  is inserted in bolt through-hole  33  of nozzle support  30 , and since it is screwed into cylinder head  40 , the axial force of bolt  52  presses fuel injector  20  against cylinder head  40 . 
   In this manner, since fuel injector  20  is installed on cylinder head  40 , the vibration generated by the fuel injector is transmitted from lower surface  20   a  of fuel injector  20  via cylinder head seating surface  41   a  to cylinder head  40 , and, at the same time, it is transferred via pressure receiving portion  26  to nozzle support  30 , and then from pivot pin  43  and bolt  52  to cylinder head  40 . The vibration is further transmitted to the cylinder block, head cover, etc., generating noise. 
   According to an embodiment of the present invention, actuator  10 , constituted by a piezoelectric element, is used to reduce the noise. Actuator  10  is placed on cylinder head seating surface  41   a  of fuel injector mounting hole  41 . Fuel injector  20  is placed on actuator  10 . That is, actuator  10  is arranged between cylinder head seating surface  41   a  and fuel injector  20 . Actuator  10  is prepared by laminating thin sheet-shaped piezoelectric elements, and stretches in the axial direction of the fuel injector corresponding to an applied voltage. 
   Acceleration sensor  25  for detecting the acceleration of the fuel injector  20  in the axial direction is attached to fuel injector  20 . 
   According to the present invention, the acceleration of fuel injector  20  in the axial direction detected by acceleration sensor  25  is integrated to determine the vibrational velocity, which is then multiplied by the gain to obtain a force generated by actuator  10  under the velocity feedback control, which reduces the vibration caused by the impact of fuel injector  20 . The generation of a force proportional to the velocity by actuator  10  provides an increase in the damping of the injector vibration system. As a result, it is possible to reduce the vibration near the resonance frequency of the vibration system. Consequently, the vibration excited in the cylinder block, head cover, etc. via cylinder head  40  is also reduced, so that the noise can be reduced. 
     FIG. 4  is a diagram illustrating a part of the vibration reducing device of the fuel injector according to the present invention. Vibration reducing device  1  of the fuel injector includes the following parts: piezoelectric element  10 , piezoelectric element driving amplifier  11 , acceleration sensor  25 , digital controller  101  having a model computing part, A/D conversion part  102 , D/A conversion part  103 , input-side bandpass filter  104 , and output-side bandpass filter  105 . 
   Acceleration sensor  25  detects the acceleration of fuel injector  20  in the axial direction and generates an analog signal as a detection signal. The detection signal of acceleration sensor  25  is sent to the input-side bandpass filter  104 . Input-side bandpass filter  104  is a bandpass filter with a passband that is narrower than the frequency range from the Nyquist frequency fn to the sampling frequency fs of the digital controller, and that contains no frequencies that are an integer multiple of the Nyquist frequency fn of the digital controller. Input-side bandpass filter  104  allows the analog signal of the vibration that falls within the passband from the vibration detected by acceleration sensor  25  to pass. Also, the filter has a roll-off, and the frequency regions with high reliability are the frequency regions of 1.1-1.85 times, 2.1-2.85 times, . . . the Nyquist frequency fn. The signal that has passed through the input-side bandpass filter  104  is sent to A/D conversion part  102 . 
   A/D conversion part  102  converts analog signals into digital signals for input (e.g. sampling). Digital controller  101  sets the feedback control signal. The specific scheme in constructing digital controller  101  will be explained further below. D/A conversion part  103  converts the feedback control signal of digital controller  101  from a digital signal into an analog signal. Output-side bandpass filter  105  allows only signals whose frequencies lie within a prescribed band from the signals output from D/A conversion part  103  to pass. The prescribed band of the output-side bandpass filter  105  is narrower than a frequency range from a Nyquist frequency to a sampling frequency of the digital controller, and contains no frequencies that are an integer multiple of the Nyquist frequency of the digital controller. Piezoelectric element driving amplifier  11  outputs a voltage for driving piezoelectric element  10  on the basis of the signals that have passed through output-side bandpass filter  105 . Piezoelectric element  10  stretches in the axial direction corresponding to the applied voltage. 
     FIG. 5  is a diagram illustrating the method for constructing the digital controller. First, the design of the control system requires that a physical model of the fuel injectors, bandpass filter, and piezoelectric element driving amplifier be constructed. For this purpose, a known voltage u(t) is applied to output-side bandpass filter  105  shown in  FIG. 5  to drive piezoelectric element  10 . As a result, the generated vibration signal passes input-side bandpass filter  104 , and output voltage y(t) is measured. 
   The frequency spectrum of the known voltage u(t) and output voltage y(t) of input-side bandpass filter  104  are analyzed, and the obtained output voltage Y(S) of input-side bandpass filter  104  is divided by known voltage U(s) obtained by frequency analysis to obtain frequency characteristic H acc (s) expressed by Equation (1.1) below. Here, [a acc1 , a acc2 , . . . , a accm ], [b acc1 , b acc2 , . . . , b accm ] of Equation (1.1) are determined by using the least squares method so as to be in approximate agreement with frequency characteristic H acc (S). 
   
     
       
         
           
             
               
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   Digital controller  101  uses this discrete time physical model to determine the feedback control signal. 
     FIG. 6  is a diagram illustrating the signal processing for the fuel injector vibration reducing device of the present invention. 
   Usually, as shown in  FIG. 6(A) , for a digital controller, when the original signal contains high frequency components that exceed half the sampling frequency fs (Nyquist frequency fn), the high-frequency components are folded at the Nyquist frequency fn and are superimposed on the original signal, leading to an error called aliasing (i.e. folding noise). 
   In the related art, usually, the high frequency components that exceed the Nyquist frequency fn are cut off by a low-pass filter (i.e. high-cut filter). However, with this method, when the frequency region associated with the control object is high, a high-speed controller that allows an increased sampling frequency fs, so that the Nyquist frequency fn can be raised, and an expanded frequency bandwidth so that the aliasing errors can be avoided, is used. In this case however, an expensive controller is required. 
   The present inventors proposed a vibration reducing device  1  for a fuel injector as shown in  FIG. 4 . With the device, after the signal (i.e. original signal) detected by acceleration sensor  25  passes through input-side bandpass filter  104 , the signal has only the prescribed frequency band, as shown in  FIG. 6(B) . 
   When the signal that has passed through input-side bandpass filter  104  is output from A/D conversion part  102  to digital controller  101 , as shown in  FIG. 6(C) , the signal is folded at Nyquist frequency fn. 
   Digital controller  101  determines the feedback control signal from the input signal on the basis of the H ∞  (H infinite) control theory (H-infinity control theory). 
   After the feedback control signal has passed through D/A conversion part  103 , as shown in  FIG. 6(D) , the signal is folded at Nyquist frequency fn and then folded again at sampling frequency fs, and then, . . . , it is thus folded repeatedly. Here, the signal passes output-side bandpass filter  105 , and the signal with the necessary frequency bandwidth is output. 
   This signal is amplified by piezoelectric element driving amplifier  11 , and piezoelectric element  10  is controlled so that the vibration component corresponding to the detected frequency is reduced. 
     FIG. 7  is a diagram illustrating the effect when the fuel injector vibration reducing device of the present embodiment is in use. 
   According to the present embodiment, as shown in  FIG. 7 , it is possible to reduce the vibration level in the frequency bandwidth above Nyquist frequency fn. Specifically, it is possible to reduce the vibration level at frequency fmax with the maximum vibration level. 
   Embodiment 2 
     FIG. 8  is a diagram illustrating another embodiment of the fuel injector vibration reducing device of the present invention. The same part numbers that were used in the aforementioned embodiment are used again here; their detailed explanation will not be repeated. 
   Input-side bandpass filter  104   c , A/D conversion part  102   c , digital controller  101   c , D/A conversion part  103   c , and bandpass filter  105   c  substantially corresponds to those having same part number in the aforementioned embodiment. On the other hand, input-side bandpass filter  104   b , A/D conversion part  102   b , digital controller  101   b , D/A conversion part  103   b , and output-side bandpass filter  105   b  are added as additional elements of the vibration reducing device. The digital controller  101   b  is connected with the acceleration sensor  25  (vibration state detection device) and the piezoelectric element  10  (the actuator) as a second digital controller. The input-side bandpass filter  104   b  arranged between the acceleration sensor  25  and the digital controller  101   b  as a second input-side bandpass filter. The input-side bandpass filter  104   b  has a passband that is narrower than a frequency range from a Nyquist frequency to a sampling frequency of the digital controller  101   b , and contains no frequencies that are an integer multiple of the Nyquist frequency of the digital controller  101   b . The input-side bandpass filter  104   b  allows a part of the analog signal that falls within the passband of the input-side bandpass filter  104   b  from the analog signal generated by the acceleration sensor  25  to pass. The analog signal that has passed the input-side bandpass filter  104   b  is converted into a digital signal by the A/D conversion part  102   b . The digital feedback control signal is determined by the digital controller  101   b  on the basis of the digital signal converted by the A/D-conversion part  102   b . The digital feedback control signal determined by the digital controller  101   b  is converted into a analog feedback control signal by the D/A conversion part  103   b . The output-side bandpass filter  105   b  arranged between the digital controller  101   b  and piezoelectric element  10  as a second output-side bandpass filter. The output-side bandpass filter  105   b  has a passband that is narrower than a frequency range from a Nyquist frequency to a sampling frequency of the digital controller  101   b , and contains no frequencies that are an integer multiple of the Nyquist frequency of the digital controller  101   b . The output-side bandpass filter  105   b  allows a part of the analog feedback control signal that falls within the passband of the output-side bandpass filter  105   b  from the analog feedback control signal converted by the D/A conversion part  103   b  to pass. The piezoelectric element  10  apply a vibration to the control object (fuel injector) on the basis of the analog feedback control signal that has passed the output-side bandpass filter  105   b.    
   A low frequency bandwidth control part is also connected with the acceleration sensor  25  and the piezoelectric element  10 . The low frequency bandwidth control part can contain input-side low-pass filter  104   a , A/D conversion part  102   a , digital controller  101   a , D/A conversion part  103   a , and output-side low-pass filter  105   a . The input-side low-pass filter  104   a  allows a part of the analog signal having frequencies below the Nyquist frequency of the digital controller  101   a  from the analog signal generated by the acceleration sensor  25  to pass. The A/D conversion part  102   a  converts the analog signal that has passed through the input-side low-pass filter  104   a  into a low-side digital signal. The digital controller  101   a  determines a low-side digital feedback control signal on the basis of the low-side digital signal. D/A conversion part  103   a  converts a low-side digital feedback control signal into a low-side analog feedback control signal. The output-side low-pass filter  105   a  allows a part of the analog feedback control signal having frequencies below the Nyquist frequency of the digital controller  101   a  from the analog feedback control signal converted by the D/A conversion part  103   a  to pass. The piezoelectric element  10  applies vibration to the control object (fuel injector) on the basis of the low-side analog feedback control signal. 
   In embodiment 1, a bandpass filter is used. However, the bandpass filter has a roll-off, and the control precision may be poor at the end of the passband. Also, the frequency region may be limited by the bandpass filter, so that the controllable frequency bandwidth becomes narrower. For example, control cannot be performed near low frequencies in the vicinity of 0 Hz. 
   For the device in the present embodiment, three frequency band control parts (low-frequency band control part, intermediate frequency band control part and high-frequency band control part) are used so as to expand the frequency band that can be controlled. Also, by using a low-pass filter in the low frequency band control part, it is possible to control the low frequency region near 0 Hz. In addition, by overlapping the passbands of the bandpass filters used in the intermediate frequency band control part and high frequency band control part, it is possible to ensure that there is no deterioration of the control precision even at the ends of the passband. 
   The cutoff frequency of low-pass filters  104   a ,  105   a  of digital controller  101   a  for the low-frequency band control is fn 1 , and it is equal to the Nyquist frequency of digital controller  101   a . As shown in  FIG. 9 , the passbands of bandpass filters  104   b ,  105   b  of digital controller  101   b  for the intermediate frequency bandwidth control are fn 2 -fs 2 . The input-side bandpass filter  104   b  is a bandpass filter which has a passband that is narrower than the frequency range from the Nyquist frequency f′n to the sampling frequency f′s and that contains no frequencies that are an integer multiple of the Nyquist frequency f′n of digital controller  101   b . Also, as shown in  FIG. 9 , the passbands of bandpass filters  104   c ,  105   c  of digital controller  101   c  for the high-frequency band control are fn 1 -fs 1 . Input-side bandpass filter  104   c  is a bandpass filter which has a passband that is narrower than the frequency range from the Nyquist frequency f″n to the sampling frequency f″s and that contains no frequencies that are an integer multiple of the Nyquist frequency f″n of digital controller  101   c . Frequencies fn 1 -fs 2  overlap. 
   The control precision of digital controller  101   b  deteriorates near end frequencies fn 2 , fs 2  of the passbands of the bandpass filters  104   b ,  105   b . Also, the control precision of digital controller  101   c  deteriorates near end frequencies fn 1 , fs 1  of the passbands of bandpass filters  104   c ,  105   c.    
   However, in the present embodiment, since plural bandpass filters are used, correct control can be performed even near fn 1  and fn 2 . 
   In this manner, by using a combination of plural controllers (e.g. bandpass filters), it is possible to perform correct control over a wide frequency band by using an inexpensive controller that uses a low sampling frequency (corresponding to digital controller  101   c  in the present application example) without resorting to an expensive controller that uses a high sampling frequency (controller having a sampling frequency higher than the sampling frequency of digital controller  101   c ) and without decreasing the control precision (by using digital controller  101   b ) at the ends of the passband (in this application example, near the Nyquist frequency of digital controller  101   c ). 
   In this manner, according to the present embodiment, as shown in  FIG. 10 , it is possible to reduce the vibration level especially at frequency fmax where maximum vibration occurs. Also, since digital controller  101   a  has a low-pass filter, it is possible to execute control over a wide frequency region starting at close to 0 Hz, and it is possible to reduce the vibration of the fuel injector over a wide rpm range, from low engine rpm to high rpm. In addition, since the passbands of the bandpass filters used in digital controller  101   b  and digital controller  101   c  overlap, there is no deterioration in the control precision even at the ends of the passband. 
   While the invention has been disclosed with reference to certain preferred embodiments, numerous modifications, alterations, and changes to the described embodiments are possible without departing from the sphere and scope of the invention, as defined in the appended claims and equivalents thereof. Accordingly, it is intended that the invention not be limited to the described embodiments, but that it have the full scope defined by the language of the following claims.