JP3200367B2 - Vehicle with active mount for engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle such as an automobile,
In particular, at least a part of the plurality of mounts interposed between the vehicle body and the engine is an active mount having a vibration actuator and capable of actively controlling vibration from the engine to the vehicle body, The present invention relates to a vehicle with an active mount for an engine, which is equipped with a car audio device.

[0002]

2. Description of the Related Art In order to reduce vibration noise transmitted from an engine of a vehicle to a vehicle body, various types of active vibration noise control devices for performing adaptive control using, for example, an adaptive digital filter have been proposed. In the above adaptive control, usually, the vibration noise transmission characteristics between the vibration noise control means (for example, a speaker) and an error detection sensor (for example, a microphone) are measured or identified in advance, and the vibration noise control is performed using this information. Since the control amount of the means is updated and converged, if the identified transfer characteristic deviates significantly from the actual transfer characteristic, the controllability deteriorates.

[0003] In order to solve this problem, various techniques have been proposed in the prior art, in which the transfer characteristics are timely identified and the contents of the identification are updated so that adaptive control is always performed accurately. Such techniques include, for example, identification using random noise having a control target frequency or a sine sweep wave (see Japanese Patent Application Laid-Open No. 1-501344), and a music signal from a music source including all predetermined frequency components. For performing identification by using a method (Japanese Patent Laid-Open No. 5-117)
No. 77 gazette) is known.

[0004]

However, in the identification method using random noise or a sine sweep wave, an identification sound that is unpleasant to the occupant is generated, and the occupant needs to notify the occupant in advance of the noise generation. There is a problem that is confusing. In order to address this problem, it is conceivable to perform identification at a minute level that does not cause discomfort to the occupant, but in this case, a problem occurs in the phase accuracy of the identification result, and controllability is rather reduced. It can worsen and, in some cases, lead to divergence.

On the other hand, in the case of performing identification using a music signal from a music source dedicated to identification, the degree of discomfort for the occupant is reduced as compared with the case where random noise or a sine sweep wave is used for identification, but any music can be used. Nevertheless, there is still a problem that the occupant makes a bad sound, and there is also a problem that the occupant cannot enjoy other music desired during identification. Also, if the crew member likes the music (generally 50
If a frequency of about Hz or more is arbitrarily used for identification, the frequency components required for identification in the frequency components of the music, particularly low frequency components (for example, in the case of vibration control of an in-line four-cylinder engine, However, unlike an active noise canceller (ANC), an active mount system (AEM) does not include any music signal. It is not preferable to use only the identification signal. That is, in the case of ANC, the target frequency is 50 Hz.
In many cases, this frequency component is included in ordinary music or human voice, and can be easily identified using media such as CDs, radios, and tapes. The rotational speed of the engine corresponding to this frequency is about 1500 rpm or more in the case of an in-line four-cylinder engine. Actually, the load is often applied to a certain degree in many cases, that is, it can be assumed that traveling is the main use situation. Then, it is not necessary to control the noise immediately after the engine is started, nor is it necessary to identify in the background (BGI). On the other hand, in the case of the AEM, since all the states in which the engine is operating are control targets, an accurate phase characteristic (transfer characteristic) is required for control immediately after the engine is started.

In the AEM, in order to actively reduce and control the vibration transmitted from the engine to the vehicle body, the vibration transmission characteristics between the actuator of the active mount and the error detection sensor are identified in advance. The drive of the actuator is controlled based on the identified vibration transmission characteristics. In such an AEM, since the mount for identifying the transfer characteristic, that is, the phase characteristic of the transfer function, is located in the engine room, the engine is completely warmed up in the summer from -30 ° C at the start in winter. In some cases, the temperature may exceed + 110 ° C. as in the case of hot soaking later, and a temperature change of 140 ° or more is encountered. Therefore, the phase characteristics change considerably due to the influence of temperature, leading to deterioration of convergence and possibly divergence. Therefore, identification (BGI) in the background is necessary. On the other hand, in the case of ANC, the noise in the vehicle interior is a target, and the temperature condition is somewhat narrowed by an air conditioner mounted on the vehicle to control the vehicle interior temperature. It is often limited to a temperature change of 70 ° width up to + 40 ° C., and the change of the phase characteristic due to the temperature change is often in a range that does not affect the control. Therefore, it is necessary to frequently change the once determined phase characteristic. In some cases, the control may be established without changing the factory default setting.

Therefore, in the AEM, the transfer characteristics are identified in parallel with the normal active vibration control, that is, the background of the transfer characteristics is identified (hereinafter simply referred to as "BGI" in this specification). It is desirable.

Further, in a vehicle equipped with various audio devices such as a CD, an MD, a radio, a television, a tape recorder and the like (hereinafter, referred to as a "car audio device" in this specification), a low-frequency sound produced by the car audio device. It has been conventionally known to provide a speaker for heavy bass to improve sound characteristics in a frequency range and obtain a good body sonic effect, and a seat or a cabin for body sonic to directly give an occupant a low frequency vibration. However, in the conventional apparatus, it is necessary to provide such a speaker, a sheet, and the like specially, and there is a problem that the cost increases. In the case of a speaker, the size and weight of the speaker are required to some extent, and there are cases where it is difficult to install the speaker.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an output signal from a car audio device is superimposed on an actuator control signal of an active mount control device and input to an actuator of the mount. A first object is to obtain a body sonic effect without specially providing an auxiliary speaker, a seat, and the like dedicated to the body sonic, and furthermore, a signal between the active mount and the error detection sensor is obtained by using the superimposed signal. BG that does not make passengers uncomfortable by identifying transfer characteristics between
The second object is to perform I, and the BGI based on such an output signal and the identification based on an identification signal other than the output signal (random noise, sine sweep wave, etc.) are selectively used as necessary. It is a third object of the present invention to appropriately cope with various use situations in the active mount system.

[0010]

According to a first aspect of the present invention, at least a part of a plurality of mounts interposed between a vehicle body and an engine is mounted on a vibration actuator. in a vehicle and actively controllable active mount the vibration to the vehicle body from the engine, consisting equipped with a car audio system in the vehicle compartment with a, the accession
You can get body sonic effect with Tive Mount
As described above, an output signal output from the car audio device is superimposed on an actuator control signal output from the active mount control device under a predetermined condition and input to the actuator.

In order to achieve the first and second objects, a second aspect of the present invention is to provide at least a part of a plurality of mounts interposed between a vehicle body and an engine by using a vibration actuator. An active mount capable of actively controlling vibration from the engine to the vehicle body, and the active mount can identify a vibration transmission characteristic between an error detection sensor provided on the vehicle body side and the actuator, and A control device capable of outputting a drive signal to the actuator so that a detection signal of the error detection sensor is minimized based on the identified transfer characteristic is connected, and a vehicle equipped with a car audio device in a vehicle compartment, Under a predetermined condition, the control device converts the output signal from the car audio device to the actuator control so as to use the output signal for the identification. Superposed is inputted to the actuator and No. In its input state, the active mount
The body sonic effect is obtained by using

According to a third aspect of the present invention, in addition to the first to third objects, in addition to the features of the second aspect, the control device further comprises: In a divergence state exceeding a specified value, the active vibration control of the active mount is temporarily stopped, and the identification is performed using the output signal or a predetermined signal. In addition to the features of the invention according to claim 2 or 3, the control device performs the identification using a predetermined signal including a low-frequency component different from the output signal when the engine is started. The invention according to claim 5 is characterized in that, in addition to the features of the invention according to claim 2, 3 or 4, the control device needs to perform the identification while the car audio device is not used. In
The identification is performed by using a predetermined signal different from the output signal. Further, in the invention of claim 6, in addition to the features of the invention of claim 2, 3, 4, or 5, the control is performed. If the frequency component of the output signal does not include a low frequency component required for active vibration control of an active mount, the device has a low level enough to be masked by the sound generated by the car audio device or the vehicle interior vibration noise. And performing the identification using a predetermined signal different from the output signal.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be specifically described below based on embodiments of the present invention illustrated in the accompanying drawings.

In the accompanying drawings, FIG. 1 is a schematic overall view showing an example of an active mounting system for a car, and FIG.
Is a cross-sectional view of the active mount (an enlarged cross-sectional view taken along arrow 2-2 in FIG. 1), FIG. 3 is a control block diagram of the active mount system, FIG. 4 is a block diagram schematically showing an electronic control unit, and FIG. FIG. 6 is a graph comparing the frequency characteristics of the reproduced sound of the car audio device measured at the front seat in the vehicle cabin when the music signal from the audio device is superimposed on the active mount actuator control signal and when the music signal is not superimposed. Is a flowchart showing the processing procedure of background identification (BGI). FIG. 7 shows the vibration transmission characteristics (phase characteristics) from the actuator to the error detection sensor, which are identified from the music signal of the intro part of the late Jimmy Hendrix "purple smoke". The graph shown, Fig. 8 is from the same actuator to the error detection sensor identified using a sine sweep wave. Graph showing the vibration transmission characteristic (phase characteristic), 9 of the late Jimmy Hendrix "smoke purple" is a graph showing a frequency characteristic of the intro of the music signal used for identification.

First, an outline of an active mount system for a vehicle according to the present embodiment will be described with reference to FIGS. This system, active mount M ₁ for controlling actively reduced using the actuator A _1, A ₂ the vibrations transmitted to the vehicle body F side from the engine E, M ₂
When the error detection sensors S _A of the at least one installed in the vehicle body position (two back and forth in the illustrated example), and a S _B, which error detection sensors S _A, S _B is the operation of the engine E Then, the vibration generated on the vehicle body F side (control target vibration) due to the vibration and the vibration generated by the actuators A ₁ and A _{2 of the} active mounts M ₁ and M ₂ are canceled out to detect the vehicle vibration due to the residual vibration component. Is configured to obtain.

The plurality of active mounts M ₁ and M ₂ are interposed between the power unit P and the vehicle body F at intervals in the front-rear and left-right directions to support the power unit P including the engine E at the front of the vehicle body F. Of the above-described anti-vibration mounts (the two front and rear mounts in the illustrated example) are configured, and the structure thereof is conventionally well-known. One example of the mount will be briefly described with reference to FIG. Each active mount M
₁ and M ₂ have a pair of mounting portions 1 and 2 and a hollow elastic support 3 made of hard rubber for elastically connecting the two mounting portions. The protruding engine bracket Be and the other mounting portion 2 are screwed to the vehicle body F, respectively. In the illustrated example, a pair of front and rear error detection sensors S _A and S _B are mounted on the vehicle body F near the vehicle body side mounting portion 2 of the front and rear active mounts M ₁ and M ₂ , respectively.

A fluid chamber 4 in which an incompressible fluid is sealed is defined inside the elastic support 3, and one open end of the fluid chamber 4 is provided in one mounting portion 1. The orifice 7 communicates with an auxiliary fluid chamber 6 whose outside is covered by the elastic film 5 through an orifice 7, and the outer surface of the elastic film 5 is always kept under atmospheric pressure. The other open end of the fluid chamber 4 is liquid-tightly closed by a diaphragm 9 floatingly supported on the other mounting portion 2 via a ring-shaped diaphragm 8 and the diaphragm 8. Actuator A is attached to the other mounting portion 2 to forcibly vibrate the
₁ (A ₂ ) is attached.

In the illustrated example, a permanent magnet 10 is fixed to the yoke Y while a movable voice coil for generating a force proportional to an applied current is used as the actuator.
A so-called VCM type (voice coil motor) actuator is used, and the diaphragm 9 is connected to the coil 11. This actuator has basically the same operating principle as that of an actuator used for a speaker, and reproduces an output signal from a car audio device AU compared with another type of actuator used for a general active mount. Excellent performance. For example, in an actuator of a type that has a permanent magnet as a bias magnetic field and generates a thrust by applying an AC voltage to an electromagnet, second harmonic distortion corresponding to twice the frequency of the applied voltage is generated due to the operation principle. Therefore, even if an output signal is applied, a reproduced sound that can withstand appreciation cannot be obtained, and a type of actuator that does not have a permanent magnet for a bias magnetic field and includes only a normal electromagnet has only a second harmonic component. Only thrust is generated, and it is impossible to generate a music signal. Therefore, while actively controlling the engine vibration as described later,
Further, as an actuator for superimposing a music signal to exert the body sonic effect, the VCM type as in the present embodiment is most suitable.

As shown in the block diagram of Figure 3, the electronic control unit ECU as a control device provided in the vehicle body position, each active mount M _1, M ₂ actuators A _1, A ₂ and each error detection sensor S Actuators A ₁ which are connected to _A , S _B and an engine speed sensor S _E composed of, for example, a crank angle sensor for outputting signals corresponding to the number of revolutions of the engine E and receive drive signals from a control unit ECU thereof. , A ₂ generate an electromagnetic force corresponding to the signal to vibrate the diaphragm 9, thereby changing the internal pressure of the fluid chamber 4, and transmitting the hydraulic force to the vehicle body and the reaction force of the movable part. The vibration noise of the vehicle is actively controlled by variably controlling the transmission force to the vehicle body with the combined force.

This electronic control unit ECU introduces the concept of the vibration order, and converts the vibration of the engine E into a vibration component of a piston system which generates a regular vibration noise characteristic in synchronization with the rotation of the engine E, and a combustion state. By performing adaptive control according to the vibration component of the explosion pressure generated in response, vibration noise can be reduced more effectively.
As shown in FIG. 4, a waveform shaping circuit for shaping the output signal of the engine speed sensor S _E and outputting a timing pulse signal indicating the vibration noise period of the engine, and a high-speed adaptive control based on the timing pulse signal An arithmetic processing unit DSP (Digital Signal Processor), a drive circuit for converting and amplifying an actuator control signal output from the processing unit DSP to drive signals for the actuators A ₁ and A ₂ , and the error detection sensors S _A and S _B are provided. An A / D converter or the like that converts an error signal to be output into a digital signal and feeds it back to the processing device DPS is a main component.

The processing device DSP includes an actuator A
₁, A_TwoAnd error detection sensor S_A, S _BVibration transmission between
Based on transfer characteristic data previously identified for the route
Adaptive control according to the generation cycle of each timing pulse signal
Circuit function and its transfer characteristics to identify
A plurality of adaptive control processing units having a circuit function of updating
The adaptive control processing unit has a built-in electronic control unit.
Which will be described later and is stored in advance in a memory built in the ECU.
Identification signal (random noise or sine sweep wave in the example shown)
Signal) under predetermined conditions and at predetermined timing.
It has become so. Thus, the adaptation of the processing device DSP
According to the control, the actuator A₁, A _TwoTo the engine
Generates an exciting force in the opposite phase to the
Vibration transmission to the body side is cut off and the error detection sensor S_A, S_Bof
Activate the detection signal (error signal) so that it converges to the minimum value.
Tuator A₁, A_TwoTo optimize the drive output of the
(Active vibration control) becomes possible,
There are various known methods of adaptive control of Bumount.
(See, for example, JP-A-7-271451).

The processor DSP is provided with a system transmission.
Properties, ie the actuator A ₁, A_TwoElectrical input
Error detection sensor S from terminal_A, S_BUp to the electrical output terminal
The data of the vibration transfer characteristics of the
The processing system has been adapted for the processing system DSP.
The control unit performs adaptive control using the stored data.
Actuator control signals (and thus active mount
M₁, M_TwoControl output so that it becomes the optimum value.
I do.

Further, since the transfer characteristics are affected by changes in the temperature environment of the system, aging, etc., if the identification data of the transfer characteristics is fixed, high-accuracy corresponding to the aging of each part of the system and the environmental change. Control cannot be performed.
Therefore, the adaptive control processing unit of the processing device DSP identifies the transfer characteristic in parallel with the adaptive control under a predetermined condition (BG
I), and a circuit function capable of sequentially updating the identification data is added.

Under a predetermined condition, the electronic control unit ECU controls a car audio system AU installed in the vehicle interior.
In order to use the output signal output from the device to the in-vehicle speaker Sp for the identification, the output signal is transmitted to the electronic control unit E.
Is configured so as to input to the actuator A _1, A ₂ through the driving circuit of the processing apparatus actuator control signal and the same unit ECU is superposed output from DSP in CU, thereby, the active mount M _1, M
_The identification (BGI) using the output signal from the car audio device AU can be performed in parallel with the active vibration control by (2).

As described above, the output signals output from the car audio device AU are superimposed on the actuator control signals of the electronic control unit ECU, and the actuators A ₁ , A ₂
In this state, the active mounts M ₁ and M _{2 function not} only as active engine vibration control devices but also as body sonic actuators. In this case, since the active vibration control of the engine E uses a signal correlated with the rotational vibration of the engine as a reference as described above, the vibration control is performed only on the frequency component of the rotational vibration. Therefore, even if the output signal from the car audio device AU is superimposed on such a system, the output signal has no adverse effect, and furthermore, in the vehicle interior, the vehicle interior vibration and muffled sound caused by engine vibration are reduced, and a good sound field is obtained. In addition to enjoying car audio, you can also enjoy body sonic effects.

FIG. 5 shows the frequency characteristic X of the sound from the car audio device AU measured from the sound reproduced from the speaker in the vehicle interior at the front seat of the vehicle, and the sound from the car audio device AU to the speaker Sp. The output signals are superimposed on the actuator control signals of the active mounts M ₁ and M ₂ (the output signals of the processing device DSP), and the actuators A ₁ ,
Shows a comparison of the frequency characteristics Y of the sound measured at the vehicle interior front seat when was input to the A _2. According to this graph, low frequency (30 to 200) using a low frequency sound reproduction speaker generally called a super woofer is used.
Hz) is effectively enhanced by the active mounts M ₁ and M ₂ , and the effect of the car audio amusement system as a low-frequency sound enhancement system is clearly shown as the difference between X and Y in the graph of FIG. Although it appears and is not shown in the graph, there is a sense of dumping in terms of audibility as compared with a case where the bass is boosted and reproduced by the speaker Sp or a case where the bass is enhanced using a resonance type super woofer. That is, the low-frequency sound component of the music vibrates from the part touched by the occupant and is transmitted to the occupant, so that the body sonic effect is felt. This is qualitatively different from the case where the low frequency sound is enhanced by the auxiliary speaker (a speaker dedicated to low frequency sound reproduction), and a good sound field space including vibration is formed.

Next, based on the flowchart of FIG.
An example of a specific processing procedure of I will be described. First, in step S1, it is determined whether the active vibration control by the active mounts M ₁ and M ₂ is in a divergent state, for example, when the detection signal Ees of the error detection sensor exceeds a reference value EesREF set in advance according to the vehicle speed. If it is determined that the state is not the diverging state, the process proceeds to step S2. In this step S2, it is determined whether or not the engine is being started, that is, whether or not the engine is immediately after the start (specifically, whether or not the engine is being cranked at the time of starting or during the first idle after the complete explosion), for example. If it is determined by the operation of the timer based on the starter signal that it has not been started (i.e., immediately after the start), the process proceeds to step S3. This step S
In 3, it is determined whether or not the car audio device AU is in use.
For example, it is determined whether or not the music signal output from the car audio device AU is equal to or higher than a predetermined level. If it is determined that the music signal is not in use, the process proceeds to step S4. In this step S4, it is determined whether or not the sound at the time of identification is masked by road noise, wind noise, or the like based on whether or not the vehicle speed is higher than a certain reference value. If it is determined to be (slow), the process proceeds to step S5. In step 5, it is determined whether or not the engine is warmed up at a low temperature based on whether or not the engine speed is higher than an idle reference value. If it is determined that the engine is lower than the reference value (not during warm-up), Is the step S1
Proceeding to 3, the mode becomes the non-BGI mode, and only the active vibration control of the active mounts M ₁ and M ₂ is performed without performing the BGI.

If it is determined in step S1 that the vehicle is in the divergent state, the flow advances to step S6 to interrupt active vibration control by the active mounts M ₁ and M ₂ and switch to emergency identification. In this case, if the car audio device AU is used, the transfer characteristic is identified by the output signal from the device AU with the size masked by the sound, and if the car audio device AU is not used. A predetermined signal different from the output signal at a level inaudible to the occupant (in the illustrated example, a sine sweep wave, ie, sinsweep
) Is used to identify the transfer characteristic. In this case, the identification frequency is kept close to the frequency based on the engine speed at the time of divergence.

If it is determined in step S2 that the engine is being started (during cranking or during first idling after complete explosion), the flow advances to step S7 to include a low-frequency component different from the output signal. The transfer characteristic is identified using a predetermined signal (in the illustrated example, a low-frequency sine sweep wave or a random wave narrowed down to only the low frequency), whereby the BGI narrowed down to the low-frequency band is efficiently obtained. It can be carried out. In this way, at the time of starting, low-frequency vibration for identification can be effectively masked by the starter noise and the subsequent first idle engine sound, and the low-frequency sound is hard to hear due to human auditory loudness characteristics, It does not discomfort the occupants.

In step S3, the car audio device A
If it is determined that U is in use, step S8
It is determined whether or not the frequency component of the output signal from the car audio device AU includes a low frequency component necessary for active vibration control of the engine by the active mounts M ₁ and M ₂ , and it is determined that the frequency component is not included. In the case where the sound is generated (an example is shown in FIG. 9), the process proceeds to step S9, and the band is set to a low level and low frequency enough to be masked by the sound generated from the speaker Sp of the car audio device AU or the vehicle interior vibration noise. The transfer characteristic is identified by using a predetermined signal (sine sweep wave or random wave in the illustrated example) with a narrowed value. Thus, BGI for the low-frequency component can be performed without hindrance to the occupant. In this case, the vehicle interior vibration noise determination reference level for determining the magnitude of BGI is, for example, the engine speed, the vehicle speed signal, or the like.
The determination is made by any one of the gear position signal of the transmission, the detection signal of the error detection sensor, or a combination of a plurality of them.

At step S8, the car audio device AU
If it is determined that the frequency component of the output signal from the controller includes the low frequency component necessary for active vibration control of the engine by the active mounts M ₁ and M ₂ , the process proceeds to step S1.
Proceeding to 0, identification using the output signal is performed. This identification can be input to the actuator A _1, A ₂ through the driving circuit in the electronic control unit ECU is overlapped with the actuator control signal in the active mount M _1, M ₂ the output signal from the car audio unit AU as described above In this way, during the vibration noise control, a desired component of the vibration control frequency band, the actuator A
The transfer characteristics from A ₁ and A ₂ to the error detection sensors S _A and S _B are set to the background (that is, during active vibration control).
The identification is performed without affecting the control and without the occupant noticing or feeling uncomfortable. However, when the loudness of the reproduced sound from the speaker Sp is smaller than the specified level, the output signal to be superimposed on the actuator control signal is reduced so that the occupant does not notice the identification based on the output signal. .

FIG. 7 shows that the output signals from the car audio system AU are superimposed on the actuator control signals of the active mounts M ₁ and M ₂ , so that the desired components of the vibration control frequency from the actuators A ₁ and A _{2 can be obtained.} The figure shows an example of the frequency characteristics of the transmission characteristics up to the error detection sensors S _A and S _B identified. The music used was the first five seconds of the title "Purple Smoke", played by a famous guitarist, the late Jimmy Hendricks. For comparison, FIG. 8 shows frequency characteristics identified using a sine sweep wave in a frequency range of 1 to 200 Hz over 600 seconds. It is known that if the identified phase difference is within 90 degrees, the vibration control does not usually diverge. A comparison between FIG. 7 and FIG. 8 shows that 23 Hz, which is normally used for vibration control of a four-cylinder four-cycle gasoline engine, From the phase difference in the above frequency range, it can be determined that BGI using music has sufficient accuracy.

Further, when the car audio device AU is not used, if it is determined in step S4 that the vehicle speed is higher than the reference value, that is, since the vehicle speed is high, the road noise and the wind noise are masked with the identification sound, the process proceeds to step S11.
And the transfer characteristic is identified using a predetermined signal (sinusoidal sweep wave or random wave in the illustrated example) different from the output signal, whereby the car audio device AU is not used. Can also perform BGI.
Note that, in this case, the level of the signal used for identification follows a signal that has been set in advance based on the vehicle speed, the engine speed, and the like.

If it is determined in step 4 that the vehicle speed is lower than the reference value, and if it is determined in step 5 that the engine speed is higher than the idle reference value (it is during warm-up), the process proceeds to step S12. The BGI mode is performed with a low frequency sine sweep wave or a random wave.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various embodiments are possible within the scope of the present invention. For example, in the first aspect of the present invention, the BGI using the output signal from the car audio device is not performed at all, and the output signal from the car audio device is superimposed on the control signal of the active mount merely for the purpose of obtaining the body sonic effect. You may do so.

[0036]

As described above, according to the invention of each claim,
Active mount for body sonic effect
As described above, the output signal output from the car audio device is superimposed under predetermined conditions on the actuator control signal output from the control device of the active mount and input to the actuator of the mount. The body sonic effect can be realized at low cost without specially providing auxiliary speakers, seats and the like. In addition, when realizing the body sonic effect, vibration of low frequency components can be supplied directly to the vehicle body side from the active mount, so that a sufficient heavy bass effect can be achieved without specially increasing the sound pressure of the car audio device. can get. In addition, the active vibration control inherent in the active mount reduces vehicle interior vibration and muffled sound caused by engine vibration, so car audio can be enjoyed in a good sound field, and the body sonic effect can be enjoyed sufficiently. be able to.

According to the second aspect of the present invention, the active vibration control of the active mount and the identification of the transfer characteristic between the actuator and the error detection sensor can be performed in parallel using the superimposed signal. As a result, it is possible to perform an accurate BGI without discomfort to the occupants.
The GI enables high-precision control in response to aging and environmental changes of each part of the active mount system.

Further, according to the third aspect of the invention, in a divergent state in which the detection signal of the error detection sensor exceeds a specified value, the active vibration control of the active mount is temporarily stopped,
Since it is possible to switch to urgent identification by an output signal or a predetermined signal, the divergent state can be quickly eliminated.

According to the present invention, when the engine is started, the identification is performed using a predetermined signal including a low frequency component different from the output signal from the car audio device. B focused on low frequency band
GI can be performed efficiently, and low frequency vibration and sound for identification can be effectively masked by the starter noise and the following first idle engine sound at start-up. Since the low-frequency component to be controlled by the vibration control is hard to hear due to the loudness characteristic of human hearing, the BGI can be executed accurately without giving the occupant any discomfort.

According to the fifth aspect of the present invention, when the car audio device is not in use and the vehicle speed is higher than the reference value, the identification is performed using a predetermined signal different from the output signal of the device. Therefore, BGI can be performed even when the car audio device is not used.

Further, according to the invention of claim 6, when the frequency component of the output signal does not include a low frequency component necessary for active vibration control of the active mount during use of the car audio device, the car audio device may be used. Since the identification is performed using a predetermined signal which is low enough to be masked by the sound generated by the device or the vibration noise in the vehicle interior and is different from the output signal, the contents of the output signal (such as frequency components) are used. BGI for low-frequency components can be accurately performed without being affected by occupants, and without causing discomfort to the occupant.

[Brief description of the drawings]

FIG. 1 is a schematic overall view showing an example of an active mount system for an automobile.

FIG. 2 is a cross-sectional view of the active mount (an enlarged cross-sectional view taken along the arrow 2-2 in FIG. 1).

FIG. 3 is a control block diagram of the active mount system.

FIG. 4 is a block diagram schematically showing an electronic control unit.

FIG. 5 compares the frequency characteristics of the reproduced sound of the car audio device measured at the front seat in the vehicle cabin when the music signal from the car audio device is superimposed on the active mount actuator control signal and when it is not superimposed. Graph showing

FIG. 6 is a flowchart showing a processing procedure of background identification (BGI).

FIG. 7 is a graph showing a vibration transmission characteristic (phase characteristic) from the actuator to the error detection sensor, which is identified from a music signal of an intro part of the late Jimmy Hendrix “Purple Smoke”.

FIG. 8 shows a vibration transmission characteristic (phase characteristic) from the actuator to the error detection sensor identified using a sine sweep wave.
Graph showing

FIG. 9 is a graph showing the frequency characteristic of the music signal of the intro part used for identification of the late Jimmy Hendricks “Purple Smoke”

[Explanation of symbols]

A ₁ , A ₂ Actuator AU Car audio device ECU Electronic control unit E as a control device Engine F Engine body M ₁ , M ₂ ...... active mount R .................. casing S _A, S _B ...... error detection sensor

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-113946 (JP, A) JP-A-5-301542 (JP, A) JP-A-6-109071 (JP, A) 22953 (JP, U) Fully open 1986-131189 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) H04R 1/00, 3/00 F16F 15/02 B60R 11/02 G10K 11/16

Claims (6)

(57) [Claims] An engine (E) having at least a part of a plurality of mounts interposed between a vehicle body (F) and an engine (E) having vibration actuators (A ₁ , A ₂ ). in a vehicle and actively controllable active mount (M _1, M _2), consisting equipped car audio apparatus (AU) in the vehicle compartment (R) vibration to the vehicle body (F) from said active mount (M ₁ , M ₂ )
In order to obtain a nick effect, an output signal output from the car audio device (AU) is combined with an actuator control signal output from a control device (ECU) of the active mount (M ₁ , M ₂ ) under predetermined conditions. A vehicle with an active mount for an engine, wherein the vehicle is superimposed and input to the actuators (A ₁ , A ₂ ). 2. An engine (E) having at least a part of a plurality of mounts interposed between a vehicle body (F) and an engine (E) having vibration actuators (A ₁ , A ₂ ). An active mount (M ₁ , M ₂ ) capable of actively controlling vibration from the vehicle to the vehicle body (F), and an error detection sensor provided on the vehicle body (F) side is provided on the active mount (M ₁ , M ₂ ). (S _A , S _B ) and the actuator (A ₁ ,
A ₂ ), and an actuator control signal can be output such that the detection signal of the error detection sensor (S _A , S _B ) is minimized based on the identified transmission characteristic. In a vehicle connected to a control device (ECU) and equipped with a car audio device (AU) in a vehicle compartment (R), the control device (ECU) may be configured to control the car audio device (AU) under a predetermined condition. In order to use the output signal output from the actuator (A ₁ , A ₂ ), the output signal is superimposed on the actuator control signal so as to be used for the identification.
To the active mount.
(M ₁ , M ₂ ) provides body sonic effect
Characterized in that the manner, active mount with a vehicle engine. 3. The control device (ECU), when the detection signals of the error detection sensors (S _A , S _B ) exceed a prescribed value, in a divergent state, the active vibration of the active mounts (M ₁ , M ₂ ). The vehicle with an active mount for an engine according to claim 2, wherein the control is temporarily stopped, and the identification is performed using the output signal or a predetermined signal. 4. The control device (ECU) performs the identification using a predetermined signal including a low-frequency component different from the output signal when starting the engine (E). 4. The vehicle with an active mount for an engine according to 2 or 3. 5. The control device (ECU), when the vehicle speed is faster than a reference value while the car audio device (AU) is not used, uses a predetermined signal different from the output signal to perform the identification. The vehicle with an active mount for an engine according to claim 2, 3 or 4, wherein: 6. The control device (ECU), when the frequency component of the output signal does not include a low frequency component necessary for active vibration control of an active mount (M ₁ , M ₂ ), 4. The method according to claim 2, wherein the identification is performed by using a predetermined signal which is low enough to be masked by a sound generated from the device (AU) or a vehicle interior vibration noise and is different from the output signal. The vehicle with an active mount for an engine according to Claim 4, 4 or 5.