Source: https://patents.justia.com/patent/8892338
Timestamp: 2020-01-19 05:25:18
Document Index: 744026532

Matched Legal Cases: ['§119', '§365', 'Application No. 2006', 'Application No. 2007', 'Application No. 2007', 'Application No. 2007', 'Application No. 2007', 'Application No. 2007', 'application No. 2012', 'Application No. 2012', 'Application No. 08', 'Application No. 07']

US Patent for Damping apparatus for reducing vibration of automobile body Patent (Patent # 8,892,338 issued November 18, 2014) - Justia Patents Search
Justia Patents Vibration, Roughness, KnockUS Patent for Damping apparatus for reducing vibration of automobile body Patent (Patent # 8,892,338)
The present application is a divisional application of U.S. patent application Ser. No. 12/300,006, filed on Nov. 7, 2008, the entire contents of which are incorporated herein by reference and priority to which is hereby claimed. The Ser. No. 12/300,006 is a U.S. national stage of application No. PCT/JP2007/059250, filed Apr. 27, 2007, the entire contents of which are incorporated herein by reference and priority to which is hereby claimed. Priority under 35 U.S.C. §119(a) and 35 U.S.C. §365(b) is claimed from Japanese Patent Application No. 2006-129013, filed May 8, 2006; Japanese Patent Application No. 2007-006006, filed Jan. 15, 2007; Japanese Patent Application No. 2007-054532, filed Mar. 5, 2007; Japanese Patent Application No. 2007-054274, filed Mar. 5, 2007; Japanese Patent Application No. 2007-055423, filed Mar. 6, 2007; and Japanese Patent Application No. 2007-105728, filed Apr. 13, 2007, the disclosures of each of which are incorporated herein by reference.
Reference symbol 510 denotes a pulse IF (interface) that receives the input of an ignition pulse to be given to the engine 40. Reference symbol 520 denotes a sensor IF (interface) to which is inputted an output of the acceleration sensor 43. Reference symbol 530 denotes a frequency detection section that detects the frequency of the inputted ignition pulse. Reference symbol 540 denotes a FFT section that executes FFT (Fast Fourier Transform). It extracts which frequency component and to what extent is it included in an output signal from the acceleration sensor 43, and outputs a phase/amplitude FB (feed back) signal of a primary vibration mode and a phase/amplitude FB signal of a secondary vibration mode. Reference symbol 550 denotes a primary command ROM that pre-stores a command value for generating vibrations for the primary vibration mode, and reads and outputs the command value according to the frequency detected in the frequency detection section 530. Reference symbol 560 denotes a secondary command ROM that pre-stores a command value for generating vibrations for the secondary vibration mode, and reads and outputs the command value according to the frequency detected in the frequency detection section 530.
The frequency domain adaptive filter section 605 and the time domain adaptive filter section 606 update map data held in the mapping control section 604, based on results from the adaptive filters. Reference symbol 607 denotes a control switching section that selects any one of the mapping control section 604, the frequency domain adaptive filter section 605, and the time domain adaptive filter section 606 to perform damping control, and it switches controls to be used based on, an acceleration at a measuring point in a predetermined position of the automobile body frame 41, an acceleration reference value, and a change rate of engine revolution speed. Moreover, the frequency domain adaptive filter section 605 transfers a transfer function G′ (s) to the time domain adaptive filter section 606 and updates it. The inverse number of (S(n)−S(n−1)/(M(n)−M(n−1)) calculated in the frequency domain adaptive filter section 605 corresponds to G′ (s). Reference symbol 608 denotes an acceleration reference value table in which acceleration reference values corresponding to revolution speed are stored for each of the operating states. Reference symbol 609 denotes a revolution speed change rate measuring section that measures the change rate in engine revolution speed based on engine pulse signals, and calculates engine revolution speed N and revolution speed change rate dN/dt and updates them for each engine pulse signal, based on the time intervals of engine pulse signals being generated. The automobile body frame 41 includes an acceleration sensor that detects an acceleration A at the measuring point and outputs a measuring point acceleration signal, and a function (not shown in the drawing) for outputting an operating state signal D0 that shows an operating state at the present moment (gear position, air conditioner ON/OFF, accelerator opening, and so forth).
Next, an operation of the damping apparatus shown in FIG. 12 is described. First, when the engine of an automobile is started, the control switching section 607 selects the mapping control section 604. Thus, mapping control is performed. In this state, the control switching section 607 compares an acceleration signal at the measuring point on the automobile body frame 41 with an acceleration reference value stored in the acceleration reference value table 608, and if the detected acceleration exceeds the acceleration reference value, it performs switching from the mapping control to an adaptive filter. In the case where switching is made from the mapping control to the adaptive filter, the control switching section 607 makes reference to the output of the revolution speed change rate measuring section 609, and it switches to the time domain adaptive filter section 606 if the change rate is significant and switches to the frequency domain adaptive filter section 605 if the change rate is small. Moreover, when the frequency domain adaptive filter section 605 is being operated, during the course of an adaptive filter calculation, the estimated transfer function of the signal transfer characteristic ((S(n)−S(n−1))/(M(n)−M(n−1)) that is essential in the time domain adaptive filter section 606 is found. This estimated transfer function corresponds to 1/G′ (s), and therefore the estimated transfer function G′ (s) of the time domain filter section 606 is updated based on this result.
Next, with reference to FIG. 13, timings at which the control switching section 607 switches the respective controls are described. FIG. 13 is a diagram showing operations for switching control types based on state values. In FIG. 13, based on the engine revolution speed N and the operating state value D0, the reference values obtained upon reference to the acceleration reference value table 608 are shown as A1 (N, D0) or A2 (N, D0). A1 (N, D0) is a reference value for shifting from the mapping control to the adaptive filter, and A2 (N, D0) is a reference value for shifting from the adaptive filter to the mapping control, where a relationship A2 (N, D0)<A1 (N, D0) is satisfied. Moreover, reference values for performing shifting between adaptive filter types are shown as W1 to W4. W1 is a reference value for shifting from the frequency domain adaptive filter to the time domain adaptive filter, based on engine revolution speed change rate dN/dt. W2 is a reference value for shifting from the time domain adaptive filter to no control, based on engine revolution speed change rate dN/dt. W3 is a reference value for shifting from the time domain adaptive filter to the frequency domain adaptive filter, based on engine revolution speed change rate dN/dt. W4 is a reference value for shifting from no control to the time domain adaptive filter, based on engine revolution speed change rate dN/dt. Reference values W1 to W4 satisfy relationships W1<W2, W3<W4, W1≧W3, and W2≧W4. Moreover, the mapping control state (initial state) is shown as C0=1, the control state with the frequency domain adaptive filter is shown as C0=2, the control state with the time domain adaptive filter is shown as C0=3, and the state without adaptive filter control is shown as C0=4. As shown in FIG. 13, by selecting and executing a control type optimum at the present moment based on the reference values A1, A2 found from the engine revolution speed N and the revolution speed change rate dN/dt and the reference values W1 to W4 for adaptive filter switching, an optimum damping control becomes possible.
For this purpose, in the case where for each frequency of current being applied to the stators 34, an upper limit value of current that can be newly applied at the present moment is pre-found, the relationship between this current frequency and the current upper limit value is stored in the amplitude upper limit clamp table 621, while replacing the relationship between them with the relationship between the amplitude command value and the frequency command value, and then the application current generation section 622 finds a new application current command value, this amplitude upper limit clamp table 20 is referenced, the amplitude command value output from the command value generation section 620 is corrected, and based on this corrected amplitude command value and the frequency command value output from the command value generation section 620, a new application current command value is found to be output to the power amplifier 72. Thereby, it is possible to prevent the movable element 12 from colliding with the stoppers 35. Moreover, since amplitude command value correction is performed by making reference to the table, the amount of calculation in the application current generation section 622 can be reduced. Therefore, it is possible to speed up the processing while allowing use of an inexpensive calculation apparatus to achieve a reduction in the cost.
1. A damping apparatus for an automobile comprising:
a state information acquisition section that acquires operating state information indicating an operating state of an automobile;
a mapping control section that reads out a mapping excitation force command value according to the operating state information acquired by the state information acquisition section from a damping information table where the operating state information and the mapping excitation force command value are associated with each other;
an adaptive control section that finds an adaptive excitation force command value by using an adaptive filter according to the vibration state detected by the vibration detection section;
a control switching section configured such that: when the vibration state value exceeds a first predetermined value, the control switching section switches control of the excitation section to the adaptive control section so that vibration of the excitation section is based on the adaptive excitation force command value; and when the vibration state value is less than a second predetermined value, the control switching section switches control of the excitation section to the mapping control section so that vibration of the excitation section is based on the mapping excitation force command value; and
an updating section configured to update the damping information table by replacing the mapping excitation force command value associated with the operating state information with the adaptive excitation force command value, such that the adaptive excitation force command value becomes a new mapping excitation force command value associated with the operating state information in the damping information table,
wherein the damping information table is updated when the control returns to the mapping control section.
2. The damping apparatus for an automobile according to claim 1, wherein
3. The damping apparatus for an automobile according to claim 2, wherein a transfer function from the adaptive excitation force command value to vibration state value used in the time domain adaptive filter is updated using calculation results of the frequency domain adaptive filter.
4. The damping apparatus for an automobile according to claim 3, wherein updating of the transfer function is executed at constant time intervals, or every time the engine revolution speed becomes an engine revolution speed away from a previously updated engine revolution speed by a predetermined interval.
5. The damping apparatus for an automobile according to claim 1, wherein the control switching section switches to control of the excitation section by the mapping control section in a case where the vibration state value detected by the vibration detection section falls below a third predetermined value, and a change rate of engine revolution speed exceeds a fourth predetermined value during control of the excitation section by the adaptive control section.
6. A damping control method for a damping apparatus for an automobile comprising an excitation section that vibrates an auxiliary mass, the method comprising:
a mapping control method comprising: acquiring operating state information indicating an operating state of the automobile; reading out a mapping excitation force command value according to the operating state from a damping information table where the operating state information and the mapping excitation force command value are associated with each other; controlling the excitation section based on the mapping excitation force command value;
detecting a vibration state value indicating a vibration state of a damping target at a measuring point;
when the vibration state value detected by the vibration detection section exceeds a predetermined value, switching to an adaptive control method comprising: using an adaptive filter according to the vibration state to find an adaptive excitation force command value; controlling the excitation section based on the adaptive excitation force command value; when the vibration state value falls below the predetermined value, switching to the mapping control method and replacing the mapping excitation force command value associated with the operating state information with the adaptive excitation force command value, such that the adaptive excitation force command value becomes a new mapping excitation force command value associated with the operating state information in the damping information table.
7. The damping control method according to claim 6, further comprising switching to the mapping control method in a case where the vibration state value falls below a third predetermined value, and a change rate of engine revolution speed exceeds a fourth predetermined value during control of the excitation section by the adaptive control section.
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Patent Publication Number: 20120197490
Application Number: 13/443,352
Current U.S. Class: Vibration, Roughness, Knock (701/111); Vehicle Subsystem Or Accessory Control (701/36); Vibration Or Acoustic Noise Control (700/280)
International Classification: B62D 37/04 (20060101); F16F 15/00 (20060101); G05D 19/00 (20060101); G05D 19/02 (20060101); F16F 7/10 (20060101);