JP4857907B2 - Noise control device and noise control method - Google Patents

Description

  The present invention relates to a noise control device and a noise control method.

  In general, there has been proposed a noise control device and a noise control method for measuring noise generated as a vehicle travels in a vehicle interior and the like, and generating sound waves that cancel the noise to reduce noise. For example, a noise control device provided with a plurality of vibration detection means for detecting the vibration of the vehicle body of the vehicle and operating a speaker or a vibrator installed in the vehicle based on the detected vibration of the vehicle body to reduce noise in the vehicle interior Has been proposed.

In such a noise control device, it becomes difficult to perform effective noise control when a failure occurs in the vibration detection means. Therefore, if a microphone for effect confirmation that measures the noise reduction effect is installed in a place where noise control is performed and the vibration detection means fails and the noise reduction effect is not sufficient, the noise control control There has been proposed a noise control device that performs effective noise control by changing the contents (see Patent Document 1 and Patent Document 2).
Japanese Patent Laid-Open No. 8-2922771 JP 2000-322066 A

  However, in such a noise control device, the control content is merely changed to a predetermined control set in advance when a failure occurs in the vibration detection means, and therefore unexpected vibration and noise of the vehicle body are added. In some cases, it is difficult to implement effective noise control to reduce them.

In order to solve the above problems, the invention according to claim 1, disposed on the body of the vehicle, and wave applying section to apply a plurality of sensors for detecting vibration of the vehicle body, the wave that is controlled in said vehicle, said A noise estimation unit that calculates an estimated value of vehicle interior noise that can be heard in a predetermined space in the vehicle interior of the vehicle based on the output signals of a plurality of sensors; and a wave application unit that is based on the estimated value of the vehicle interior noise. In a noise control device including a control unit that controls noise to reduce the vehicle interior noise by controlling the output wave, a sensor failure that detects a failure for each sensor based on each output signal of the plurality of sensors with detection portion is provided, the noise estimation unit, when the sensor failure detecting section detects a failure of the sensor, the vehicle based on only the output signal of a normal the sensor except the sensor failed Is configured to calculate the estimated value of the internal noise, the noise estimating unit, wherein for each output signal of each sensor, based on the correlation between the compartment noise the said respective output signals of the sensor setting When each of the filtered processes is performed, the respective output signals subjected to the filtered process are added to calculate an estimated value of the vehicle interior noise, and when the sensor failure detection unit detects a failure of the sensor, For each of the output signals of the sensors, a filter process newly set based on the correlation between the vehicle interior noise and the output signals of the normal sensors other than the failed sensor is performed, respectively. It is characterized in that an estimated value of the vehicle interior noise is calculated by adding the respective output signals subjected to a smooth filter process .

According to the present invention, when a sensor that detects vibration fails, noise control can be performed only by the output signals of normal sensors other than the failed sensor, and effective noise control can be performed.
In addition, when a sensor breaks down, it is possible to perform effective noise control by calculating an estimated value of vehicle interior noise by a new filter process corresponding to normal sensors excluding the broken sensor and performing noise control. .

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  Typical causes of vehicle interior noise entering from outside the vehicle are engine noise caused by engine vibration, noise caused by road surface unevenness entering from tires during driving (hereinafter referred to as road noise). ), Wind noise generated by the airflow during driving.

  In this embodiment, reduction of road noise is mainly handled.

  FIG. 1 shows main propagation paths of vehicle body vibration and road noise caused by road surface unevenness.

  The vibration that becomes the main component of the road noise that has entered the vehicle body from the tire 200 first enters a highly rigid beam-like member called the member 140 from the mounting portion (not shown) of the axle 120 and the suspension 130. Thereafter, vibration propagates to a plate-like member called floor panel 110 surrounded by the member 140 and having relatively low rigidity, and the floor panel 110 vibrates. Furthermore, the vibration of the floor panel 110 causes air vibrations in the vehicle interior and causes a resonance phenomenon in the vehicle interior, so that road noise is heard in a predetermined space 100 (hereinafter referred to as a control space 100) in the vehicle interior. Although noise is also generated when the roof panel and window glass (both not shown) vibrate in addition to the floor panel 110, most of the road noise that enters mainly from the attachment portion of the suspension 130 is generated by the floor panel 110. It is known to be caused by vibration. For this reason, if noise control is performed so as to cancel road noise caused by vibration of the floor panel 110, road noise can be reduced.

  In the present invention, a sensor (described later) is arranged on the floor panel 110, vehicle interior noise is estimated based on the output signal of the sensor, a control command value is generated by the controller, and the floor is based on the control command value. A technique is adopted in which control sound generated by an actuator provided on panel 110 is input into the passenger compartment.

  Here, the present invention uses a method of estimating the noise of the control space 100 from the signal of the acceleration sensor 10 without using a microphone as a sensor. Since the acceleration sensor 10 installed on the floor panel 110 is used, road noise caused by the floor panel 110 is handled as a control target. Here, the reason why the floor panel 110 is selected as the installation location of the acceleration sensor 10 is that coherence with the vehicle interior noise (definition will be described later) is high.

  In addition, since all the noises that are generated from the floor panel 110 are included in the control target, it is possible to handle a part of the engine noise and the wind noise generated by the air flowing through the bottom of the vehicle body.

  Further, the scope of the effect of the present invention is not limited to the category of noise reduction due to vibration of the floor panel 110. For example, vehicle interior noise generated by the same mechanism such as a dash panel, a front glass, and a roof panel (both not shown). The same effect can be obtained for the generation source if the present invention is used for the site.

  A schematic diagram of the noise control apparatus 1 according to the present embodiment is shown in FIG.

  The noise control apparatus 1 according to the present embodiment includes an acceleration sensor 10 (10a, 10b, 10c, 10d) that measures vibration of the floor panel 110, and a piezoelectric actuator (Piezo-electric) that is a wave application unit that applies vibration to the floor panel 110. actuator) 20 (20a, 20b) and a noise control device body 30 for calculating a control command value for reducing vehicle interior noise based on a signal obtained by the acceleration sensor 10.

  An input signal to the noise control device main body 30 is an output of the acceleration sensor 10, and an output signal is a control command value to the piezo actuator 20.

  The noise control device main body 30 includes an amplification unit 31 (31a to 31f) for signal amplification, and a control command value calculation unit 32 that calculates and outputs a control command value for reducing vehicle interior noise.

  When the acceleration sensor 10 is a so-called charge charge type, the amplifying unit 31 also functions to convert between charge and voltage.

  FIG. 3 is a block diagram showing the internal structure of the control command value calculation unit 32.

  The control command value calculation unit 32 includes a control unit 35 including an A / D conversion unit 33 (33a to 33e), a noise estimation unit 34, a calculation unit 36, and a D / A conversion unit 37.

The A / D converter 33 (33a to 33e) converts the acceleration signals α ₁ , α ₂ , α ₃ , α ₄ and the control command values u ₁ , u ₂ obtained from the acceleration sensor 10 into digital signals.

  Further, the D / A conversion unit 37 converts the control command value calculated by the calculation unit 36 into an analog signal.

  The control command value calculation unit 32 calculates the control command value so that the noise in the control space 100 is reduced using the acceleration signal output from the acceleration sensor 10 and the input signal (control command value) to the piezo actuator 20. .

  A sufficient number of piezoelectric actuators 20 are attached at appropriate positions so that noise in the control space 100 is reduced.

Generally, the number of acceleration sensors 10 needs to be larger than the number of vibration sources. The specific number and installation positions of the acceleration sensors 10 are determined by coherency C _xy (ω) between each acceleration sensor 10 and the sound pressure of noise in the control space 100.

が十分高くなるように（例えば0.9以上）決定される。本実施形態では、加速度センサ１０とピエゾアクチュエータ２０の数は、それぞれ４個、２個とした。

Is determined to be sufficiently high (for example, 0.9 or more). In the present embodiment, the number of acceleration sensors 10 and piezoelectric actuators 20 is four and two, respectively.

Here, P _xy (ω) represents a cross power spectrum between acceleration and sound pressure, and P _xx (ω) and P _yy (ω) represent auto power spectra of acceleration and sound pressure, respectively. P ^H represents a Hermitian transpose matrix of P.

The noise estimation unit 34 calculates the estimated noise value SPL_est in the control space 100 using the accelerations α _{1 to} α ₄ output from the acceleration sensor 10 and the control command values u ₁ and u ₂ in the processing cycle one step before. To do.

The calculation unit 36 uses the estimated noise value SPL_est to calculate control command values u ₁ and u ₂ for the piezo actuator 20 so as to reduce noise in the control space 100.

  In this embodiment, this control command value calculation unit 32 is mounted on a so-called CPU.

  A flowchart of processing in the noise control device main body 30 is shown in FIG.

In step S <b> 101, acceleration signals α _{1 to} α ₄ from the acceleration sensor 10 A / D converted by the A / D conversion unit 33 are input to the noise estimation unit 34.

In step S < _b > 102, control command values u ₁ and u ₂ one step before A / D conversion by the A / D conversion unit 33 are input to the noise estimation unit 34.

  In step S103, noise estimation processing is executed by the noise estimation unit 34, and an estimated value SPL_est of noise in the control space 100 is calculated from the signals obtained in S101 and S102.

In step S104, the control unit calculates the control command values u ₁ and u ₂ for reducing the noise in the control space 100 by using the estimated noise value SPL_est calculated in S103.

In step S105, the control command values u ₁ and u ₂ obtained in S104 are output to the D / A converter 37, and an output signal to the piezo actuator 20 is output.

  The calculation unit 36 in FIG. 3 may be designed using any feedback control. For example, when designing as H∞ control, the following procedure may be followed.

The system model is a transfer function G _p (s) from the input voltage of the piezoelectric actuator 20 to noise. Here, s is a variable of Laplace transform.

For this transfer function G _p (s), the literature “D. McFarlane and K. Glover.“ A Loop Shaping Design Procedure Using H∞ Synthesis ”, IEEE Transactions on Automatic Control. Vol.37, no.6, June 1992 , Pp.759-769 ”, a control unit that reduces noise can be designed.

  In this method, the evaluation formula

を満足するようなコントローラC_∞(s)を設計する。ここで、G_s(s)は重み関数W₁(s)とW₂(s)により重み付けされた伝達関数

Design a controller C _∞ (s) that satisfies Where G _s (s) is the transfer function weighted by weight functions W ₁ (s) and W ₂ (s)

によって求まる。最終的に（数式２）の評価式を満足するコントローラC_∞(s)を用いて、コントローラC(s)は

It is obtained by. Finally, using controller C _∞ (s) that satisfies the evaluation formula of (Formula 2), controller C (s) is

として算出される。

Is calculated as

  The constant ε is a parameter for determining the stability margin of the controller, and 0.2 to 0.3 is usually recommended. When mounted on the CPU, for example, C (s) may be discretized by performing bilinear transformation on the controller C (s) and mounted as an IIR filter.

  FIG. 5 shows the structure of the noise estimation unit 34.

The acceleration signals α _{1 to} α ₄ and the control command values u ₁ and u ₂ as digital signals input to the noise estimation unit 34 are input to the filter 50 (50a to 50d) and the transfer function 60 (60a and 60b), respectively. The

  Here, the filters 50a to 50d are blocks that shape each acceleration signal in order to express the noise entering the control space 100 from the outside of the vehicle as a sum of certain signals. This filter 50 is designed so that the sum of the processed signals becomes an estimated value of noise entering from outside the vehicle.

  Transfer functions 60a and 60b indicate transfer functions from the input voltage to the piezoelectric actuators 20a and 20b to the sound pressure in the control space 100, respectively. The transfer functions 60a and 60b can be obtained by inputting white noise or an impulse signal to the piezo actuator 20 and performing system identification using the sound pressure signal and the input signal in the control space 100 obtained at that time. The method includes, for example, “Structural Dynamic Toolbox”, which is a toolbox of the control system design tool MATLAB, and subspace identification described in documents “Adachi,“ System Identification for Control ”, Tokyo Denki University Press, 1996”. The method may be used.

  By multiplying the input voltages of the piezo actuators 20a and 20b by the transfer functions 60a and 60b, respectively, and adding them, an estimated value SPL_est of noise generated in the control space 100 by vibration (sound) generated by the piezo actuator 20 is calculated. The

The acceleration signals α _{1 to} α ₄ shaped by the filter 50 and the control command values u ₁ and u ₂ calculated by the transfer function 60 are added by the adding unit 70. By this processing, an estimated value SPL_est of the noise in the control space 100 created by the vibration entering from the outside of the vehicle and the vibration generated by the piezo actuator 20 is calculated.

  FIG. 6 shows a flowchart of processing performed by the noise estimation unit 34.

In step S <b> 201, acceleration signals α _{1 to} α _{4 of} each acceleration sensor 10 are input to the noise estimation unit 34.

In step S202, the control command values u ₁ and u ₂ one step before are input to the noise estimation unit 34.

In step S203, the acceleration signals α ₁ , α ₂ , α ₃ , and α ₄ input in S201 are respectively multiplied by previously stored filters 50 (W ₁ , W ₂ , W ₃ , W ₄ ).

In step S204, the filter 60a (G) indicating the transfer function from the input voltage to the piezoelectric actuator 20a stored in advance to the sound pressure in the control space 100 in the control command values u ₁ and u ₂ input in S202. _p1 ) and a filter 60b ( _Gp2 ) indicating a transfer function from the input voltage to the piezoelectric actuator 20b to the sound pressure in the control space 100.

Here, G _p1 and G _p2 are set in advance as IIR filters by performing inverse Z conversion after identifying the transfer function from the input voltage of the piezo actuator 20 to noise as a discrete time system.

  In step S205, the sum of all the signals obtained in S203 and S204 is taken and the obtained signal is output.

  Next, a method for determining the filter 50 will be described.

FIG. 7 shows the relationship between input vibration (vibration source) to the vehicle body, acceleration, and vehicle interior noise. The input vibration f to the vehicle body is transmitted to each acceleration sensor 10 through the transfer function H (s). On the other hand, the input vibration f propagates the air in the passenger compartment and becomes noise in the control space 100. The transfer function of air propagation at this time is set as R (s). In addition, accelerations at the acceleration sensors 10a, 10b, 10c, and 10d are set as α ₁ , α ₂ , α ₃ , and α ₄ , respectively. Furthermore, the road noise measured in the control space 100 is set as SPL. At this time, the Laplace transform of the input vibration f is f _L (s), the Laplace transform of the signal SPL is SPL _L (s), and the Laplace transform of the acceleration signals α ₁ , α ₂ , α ₃ , α ₄ is α _L1 (s ), Α _L2 (s), α _L3 (s), and α _L4 (s), the relationship between the signals is expressed by the following equation.

ここで、Hは各要素が伝達関数である４行１列の行列である。この関係式を用いて、加速度センサ１０の信号から騒音値を推定するためには、（数式７）を逆にｆについて解き、（数式６）に代入すればよい。したがって、

Here, H is a 4 × 1 matrix in which each element is a transfer function. In order to estimate the noise value from the signal of the acceleration sensor 10 using this relational expression, (Formula 7) may be solved for f and substituted into (Formula 6). Therefore,

で表される。ここで、H⁺は伝達関数行列H(s)の逆関数を表す。ここで、Hは正方行列ではなく、長方行列であるので、逆行列を計算することはできない。そこで、擬似逆行列

It is represented by Here, H ⁺ represents an inverse function of the transfer function matrix H (s). Here, since H is not a square matrix but a square matrix, an inverse matrix cannot be calculated. Therefore, the pseudo inverse matrix

を用いて演算を行う。ただし、m_HをHの行の数、n_HをHの列の数としたときに、

Calculate using. However, when m _H is the number of rows of _H and n _H is the number of columns of H,

であることが、H⁺を計算できるための必要条件である。

It is a necessary condition to be able to calculate H ⁺ .

Since RH ⁺ is a 1-by-4 matrix, its elements are

とおくと、（数式８）は

(Formula 8) is

と変形することができる。ここで現れるW₁からW₄を図５に記載のフィルタ５０ａ〜５０ｄとして設定する。したがって、各加速度α_１からα_４に対するフィルタ５０（W）は

And can be transformed. W ₁ to W ₄ appearing here are set as the filters 50a to 50d shown in FIG. Therefore, the filter 50 (W) for each acceleration α ₁ to α ₄ is

の列ベクトルにより決定される。

Determined by the column vector.

  FIG. 8 shows a flowchart of the above process.

  In step S301, a transfer function R and a transfer function H are calculated. These may be calculated in advance and stored as data.

In step S302, based on the transfer function H, a function H ⁺ = (H ^T · H) ⁻¹ H ^T is calculated.

In step S303, the filter 50 is calculated as W = RH ⁺ .

  An example of the frequency response of the filter 50 obtained by the above method is shown in FIG. 9A to 9D are graphs of the acceleration sensors 10a to 10d, respectively. The dotted line in the figure shows the transfer function from the acceleration signal of each acceleration sensor 10 to the noise in the control space 100, and the solid line shows the characteristic of the function obtained by multiplying the transfer function by the filter 50 calculated by (Equation 13). ing. Here, when the dotted line and the solid line are close to each other in a certain frequency band, it indicates that the filter 50 has performed a large weighting on the acceleration signal in the frequency band detected by the acceleration sensor. Further, for example, when attention is paid to the vicinity of 300 Hz in 9A to 9D of FIG. In this case, the acceleration signal of the acceleration sensor 10c is heavily weighted in the vicinity of 300 Hz, and the acceleration signals of the other acceleration sensors 10 are lightly weighted.

  FIG. 10 shows the measured noise value and the estimated noise value SPL_est calculated using the filter 50 described above. A dotted line indicates the measured noise value, and a solid line indicates the estimated noise value SPL_est calculated by the noise estimation unit 34. FIG. 10 shows that the estimated noise value SPL_est is calculated with high accuracy by using this embodiment. Thus, in this embodiment, the noise in the vehicle interior can be estimated with high accuracy, and the vehicle interior noise can be effectively reduced.

  With the processing described above, it is possible to estimate the noise in the passenger compartment with high accuracy. However, when the acceleration sensor fails, the number of acceleration signals that can be used for estimating the noise in the passenger compartment is different, so that the noise estimation accuracy decreases. For this reason, a sufficient noise reduction effect may not be obtained.

  As an example of this, when the noise is estimated using the filter 50 designed to estimate the noise using the four acceleration sensors 10a to 10d, the acceleration sensor 10c and the acceleration sensor 10d fail. FIG. 11 shows an estimation result when the noise is estimated only by the acceleration sensor 10a and the acceleration sensor 10b. In FIG. 11, the dotted line indicates the actual measured value of noise, and the solid line indicates the estimated noise value SPL_est. In this case, since the components estimated by the acceleration sensors 10c and 10d disappear, the estimated noise value SPL_est is small. Thus, when the number of acceleration sensors 10 is reduced from a certain number, the noise estimation accuracy is clearly lowered. Therefore, in order to maintain the noise estimation accuracy even when the acceleration sensor 10 fails, the noise estimation unit 34 needs to take some measures.

  In the present embodiment, as a countermeasure against a failure of the acceleration sensor 10, when a failure of the acceleration sensor 10 is detected, the filter 50 corresponding to all combinations of the acceleration sensors 10 excluding the failed acceleration sensor 10 is previously stored in the memory (described later). ), And a method of estimating the noise by switching the filter 50 according to the failed acceleration sensor 10 is used.

  For example, when eight acceleration sensors 10 for noise estimation are used, combinations that cause the acceleration sensor 10 to malfunction are:

通りであるため、各組み合わせに対応したフィルタ５０をメモリに記憶しておき、故障した加速度センサ１０が検知された場合には、故障した加速度センサ１０を除く加速度センサ１０の組合せに対応したフィルタ５０に置き代えればよい。なお、全ての加速度センサ１０が故障した場合には騒音の推定ができなくなるため、その場合のフィルタ５０は記憶しておく必要はない。

Therefore, the filter 50 corresponding to each combination is stored in the memory, and when a faulty acceleration sensor 10 is detected, the filter 50 corresponding to the combination of the acceleration sensors 10 excluding the faulty acceleration sensor 10 is detected. Should be replaced. Note that if all the acceleration sensors 10 fail, noise cannot be estimated, and the filter 50 in that case does not need to be stored.

  FIG. 12 shows the structure of the noise estimation unit 34 in the present embodiment.

The filter 50 performs an operation equivalent to that in FIG. Also, the transfer function 60 performs the same calculation as that in FIG. In the noise estimation unit 34 in the present embodiment, the input acceleration signals α _{1 to} α ₄ of the acceleration sensor 10 are first input to the acceleration sensor failure detection unit 90 which is a sensor failure detection unit. The acceleration signals α _{1 to} α ₄ from the acceleration sensors 10 a to ₁₀ d are input to the acceleration sensor failure detection units 90 a to 90 d of the acceleration sensor failure detection unit 90, respectively. The acceleration sensor failure detection unit 90 determines that the acceleration sensor 10 that outputs the acceleration signal has failed when, for example, the acceleration signal from the acceleration sensor 10 is smaller than a predetermined threshold value for a predetermined time. Thus, a failure of the acceleration sensor 10 is detected. When detecting a failure of the acceleration sensor 10, the acceleration sensor failure detection unit 90 outputs a failure detection signal to the filter resetting unit 95.

The filter resetting unit 95 includes a filter 50 to which an acceleration signal of the acceleration sensor 10 other than the acceleration sensor 10 in which the failure is detected is input among the filters 50a to 50d based on the failure detection signal from the acceleration sensor failure detection unit 90. Reset it. That is, the filter 96 corresponding to all combinations of the acceleration sensors 10 except the failed acceleration sensor 10 is stored in the memory 96 provided in the filter resetting unit 95 in advance, and the acceleration sensors 10 other than the failed acceleration sensor 10 are stored. The filter 50 corresponding to the combination is selected from the memory 96 and the filter 50 is replaced. The value obtained by multiplying the filter 50 thus replaced by the acceleration signal and the signal obtained by multiplying the control command values u ₁ and u ₂ by the transfer function 60 are added in the same manner as the noise estimation unit 34 shown in FIG. By adding in the unit 70, an estimated value SPL_est of the noise in the control space 100 is calculated.

  FIG. 13 shows a flowchart in the noise estimation unit 34 in the present embodiment shown in FIG.

  In step S <b> 401, an acceleration signal is input to the noise estimation unit 34. After this, the flow moves to step S402.

  In step S402, the acceleration sensor failure detection unit 90 determines whether or not the acceleration sensor 10 has failed based on the time variation of the acceleration signal obtained in S401. If the acceleration sensor 10 has failed, a failure detection signal is output to the filter resetting unit 95, and the flow proceeds to step S403. If the acceleration sensor 10 has not failed, the flow proceeds to step S405.

  In step S403, the filter resetting unit 95 resets the filter. A filter 96 corresponding to all combinations of the acceleration sensors 10 except the failed acceleration sensor 10 is stored in the memory 96 provided in the filter resetting unit 95, and the acceleration at which a failure is detected according to the failure detection signal is stored. A filter 50 excluding the sensor 10 is selected from the memory 96. After this, the flow moves to step S404.

  In step S404, the filter 50 is updated to the new filter 50 selected in S403. After this, the flow moves to step S405.

  In step S405, the control command value is input to the noise estimation unit 34. After this, the flow moves to step S406.

  In step S406, using the updated filter 50, the filter 50 multiplies the acceleration signal from the acceleration sensor 10 excluding the acceleration sensor 10 in which the failure is detected. After this, the flow moves to step S407.

  In step S407, the transfer function 60 stored in advance in the control command value is multiplied. After this, the flow moves to step S408.

  In step S408, the sum of all the signals obtained in S406 and S407 is taken, and the obtained signal is output.

  FIG. 14 shows an example of the noise estimation result when the noise estimation unit 34 in the present embodiment is used.

  FIG. 14 shows the frequency characteristics of the filter 50 when the acceleration sensors 10c and 10d have failed and are reset to use the remaining acceleration sensors 10a and 10b. 14A shows a graph of the acceleration sensor 10a, and FIG. 14B shows a graph of the acceleration sensor 10b. As in FIG. 9, the dotted line indicates the transfer function from the output signal of each acceleration sensor 10 to the noise in the control space 100, and the solid line indicates the characteristic of the function obtained by multiplying the transfer function by the filter 50. In the frequency band where the dotted line and the solid line are close to each other in the graph, the acceleration signal in the frequency band detected by the acceleration sensor 10 has a large weight with respect to the estimated noise value SPL_est, and the filter 50 performs a large weighting. Yes.

  FIG. 15 shows an estimated noise value SPL_est when the filter 50 is reset when the number of acceleration sensors 10 is two to two. The dotted line is the measured noise value, and the solid line is the estimated noise value SPL_est. When the filter 50 is not reset, the noise estimation accuracy decreases as shown in FIG. 11. However, by resetting the filter 50, the noise can be estimated with high accuracy as shown in FIG. Therefore, noise control with a high noise reduction effect can be performed.

  This example is an example in which the processing content of step S403 in the flowchart of FIG. 13 is changed in the above-described embodiment, and has the same configuration as the above-described embodiment. For this reason, only step S403 in which the processing content is different from that of the above-described embodiment will be described.

  The filter 50 is as described in (Formula 13).

により求められる。ここで、加速度センサ１０の故障時には伝達関数Rは変化せず伝達関数H⁺のみに再設定の必要が生じるため、故障した加速度センサ１０を除くすべての加速度センサ１０の組合せに対応したフィルタ５０を予めメモリ９６に記憶しておく代わりに、故障した加速度センサ１０を除くすべての加速度センサ１０の組合せに対応したH⁺を記憶しておき、それを用いてフィルタ５０を再設定することが可能ある。こうすることで、メモリ９６に記憶しておくデータ量が小さくなり、より少ないメモリ容量でフィルタ５０の再設定を実現することができる。

Is required. Here, when the acceleration sensor 10 fails, the transfer function R does not change and it is necessary to reset only the transfer function H ^+. Therefore, the filter 50 corresponding to all combinations of the acceleration sensors 10 except the failed acceleration sensor 10 is provided. Instead of storing it in the memory 96 in advance, it is possible to store H ⁺ corresponding to all combinations of the acceleration sensors 10 except for the failed acceleration sensor 10 and use it to reset the filter 50. . By doing so, the amount of data stored in the memory 96 is reduced, and the resetting of the filter 50 can be realized with a smaller memory capacity.

  FIG. 16 shows a flowchart for resetting the filter 50 in this embodiment.

In step S ^< b ^> 501, H ⁺ corresponding to the combination of the remaining acceleration sensors 10 excluding the failed acceleration sensor 10 is selected from the memory 96. Here, H ⁺ corresponding to all combinations of the acceleration sensors 10 except the failed acceleration sensor 10 is calculated in advance and stored in the memory 96. After this, the flow moves to step S502.

In step S502, the filter 50 (W) is calculated by (Equation 15) using H ⁺ calculated in S501.

  Hereinafter, even when the acceleration sensor 10 fails, the estimated noise value SPL_est is calculated with high accuracy by the same processing as in the above-described embodiment, and a high noise reduction effect can be obtained.

  This example is an example in which the processing content of step S403 in the flowchart of FIG. 13 is changed in the above-described embodiment, and has the same configuration as the above-described embodiment. For this reason, only step S403 in which the processing content is different from that of the above-described embodiment will be described.

  As described in (Formula 13), the filter 50 is

により算出される。ここで、加速度センサ１０の故障時には伝達関数Rは変化せずH⁺のみに再設定の必要が生じるため、故障した加速度センサ１０を除くすべての加速度センサ１０の組合せに対応したフィルタ５０を予めメモリ９６に記憶しておく代わりに、実施例１に示したように、故障した加速度センサ１０を除くすべての加速度センサ１０の組合せに対応したH⁺を予めメモリ９６に記憶しておくことで、フィルタ５０の再設定が可能となる。ここで、H⁺はHから算出が可能であるため、故障した加速度センサ１０を除くすべての加速度センサ１０の組合せに対応したH⁺を予めメモリ９６に記憶しておく代わりに、故障した加速度センサ１０を除くすべての加速度センサ１０の組合せに対応したHを予めメモリ９６に記憶しておき、このHを用いてH⁺を算出することで、フィルタ５０の再設定が可能となる。このようにすることで、メモリ９６に記憶しておくデータ量がさらに小さくなり、より少ないメモリ容量でフィルタ５０の再設定を実現することができる。

Is calculated by Here, when the acceleration sensor 10 fails, the transfer function R does not change, and it is necessary to reset only to H ^+. Therefore, the filters 50 corresponding to all combinations of the acceleration sensors 10 except the failed acceleration sensor 10 are stored in advance. Instead of storing in 96, H ⁺ corresponding to all combinations of the acceleration sensors 10 except the failed acceleration sensor 10 is stored in the memory 96 in advance, as shown in the first embodiment. 50 resetting is possible. Here, since H ⁺ can be calculated from H, instead of storing H ⁺ corresponding to all combinations of the acceleration sensors 10 except the failed acceleration sensor 10 in the memory 96 in advance, the failed acceleration sensor By storing H corresponding to all combinations of the acceleration sensors 10 except 10 in the memory 96 in advance and calculating H ⁺ using this H, the filter 50 can be reset. By doing so, the amount of data stored in the memory 96 is further reduced, and the resetting of the filter 50 can be realized with a smaller memory capacity.

  FIG. 17 shows a flowchart of resetting the filter 50 in this embodiment.

  In step S <b> 601, H corresponding to the combination of the remaining acceleration sensors 10 excluding the failed acceleration sensor 10 is selected from the memory 96. Here, H corresponding to all combinations of the acceleration sensors 10 excluding the failed acceleration sensor 10 is calculated in advance and stored in the memory 96. After this, the flow moves to step S602.

  In step S602, the filter 50 (W) is calculated by (Equation 16) using H selected in S601.

  Hereinafter, even when the acceleration sensor 10 fails, the estimated noise value SPL_est is calculated with high accuracy by the same processing as in the above-described embodiment, and a high noise reduction effect can be obtained.

This example is an example in which the processing content of step S403 in the flowchart of FIG. 13 is changed in the above-described embodiment, and has the same configuration as the above-described embodiment. For this reason, only step S403 in which the processing content is different from the above-described embodiment will be described.
As shown in (Equation 13), the filter 50 is

で表される。ここでWは、W=[W₁、W₂、W₃、W₄]として表される伝達関数を要素とする１行４列行列である。

It is represented by Here, W is a 1 × 4 matrix having a transfer function expressed as W = [W ₁ , W ₂ , W ₃ , W ₄ ] as an element.

  When the acceleration sensor 10 fails, the transfer function R in (Equation 17) is a transfer function from the vibration source to the noise, and is not changed, and only the transfer function H changes. Here, since H is a transfer function from the vibration source to the acceleration signal of the acceleration sensor 10,

と、行列の形で表すことができる（以降、Hを伝達関数行列と呼ぶ）。（数式１８）において、Hの各要素H_a〜H_dは、それぞれ振動源から４つの加速度センサ１０ａ〜１０ｄまでの伝達関数である。

And can be expressed in the form of a matrix (hereinafter, H is referred to as a transfer function matrix). In (Formula 18), each element H _{a to} H _d of H is a transfer function from the vibration source to the four acceleration sensors 10 a to 10 _d .

Here, considering the transfer function matrix H when the acceleration sensor 10 fails, for example, when the acceleration sensors 10c and 10d fail, the rows of the transfer functions H _c and H _d corresponding to the failed acceleration sensor 10 are deleted. And transfer function matrix H again

とすることにより、加速度センサ１０ａと１０ｂのみで騒音の推定を行っていた場合と同じ状態とすることができる。したがって、加速度センサ１０の故障を検出した場合には、伝達関数行列Hの行の中で故障した加速度センサ１０に対応する行ベクトルを全て削除し、（数式１９）のように新たな伝達関数行列Hを算出する。次に、その伝達関数行列Hを用いて（数式９）から擬似逆行列H⁺を求め、最後にRH⁺を演算し、得られた行列の縦ベクトルを各フィルタ５０とすることにより、フィルタ５０を再設定することができる。

By doing so, it is possible to obtain the same state as when noise is estimated only by the acceleration sensors 10a and 10b. Therefore, when a failure of the acceleration sensor 10 is detected, all row vectors corresponding to the failed acceleration sensor 10 in the row of the transfer function matrix H are deleted, and a new transfer function matrix is obtained as in (Equation 19). Calculate H. Next, using the transfer function matrix H, a pseudo inverse matrix H ⁺ is obtained from (Equation 9), RH ⁺ is finally calculated, and the vertical vector of the obtained matrix is used as each filter 50, so that the filter 50 Can be reset.

  By using this method, it is not necessary to store H corresponding to all combinations of the acceleration sensors 10 except the failed acceleration sensor 10 in the memory 96. If only one H is stored, the filter 50 can be re-used. It becomes possible to set. By doing so, the amount of data stored in the memory 96 is further reduced, and the resetting of the filter 50 can be realized with a smaller memory capacity.

  FIG. 18 shows a flowchart of resetting the filter 50 in this embodiment.

  In step S701, the row of the transfer function matrix H corresponding to the failed acceleration sensor 10 is deleted, and a new H is set. After this, the flow moves to step S702.

In step S702, the matrix RH ⁺ = R (H ^T · H) ⁻¹ H ^T is calculated using H set in S701.

In step S703, the filter 50 is updated by using each column vector of the calculated matrix RH ⁺ as the filter 50.

  Hereinafter, even when the acceleration sensor 10 fails, the estimated noise value SPL_est is calculated with high accuracy by the same processing as in the above-described embodiment, and a high noise reduction effect can be obtained.

  The transfer function H is generally stored in the memory 96 in the time response format H (s), but may be stored in the memory 96 as the frequency response format H (jω). In this case, it is necessary to finally perform system identification.

  FIG. 19 shows a flowchart of this embodiment when the transfer function H is stored in the memory 96 in the frequency response format H (s).

  In step S801, the frequency response format H component corresponding to the failed acceleration sensor 10 is deleted, and a new H is set. After this, the flow moves to step S802.

In step S802, a matrix RH ⁺ = R (H ^T · H) ⁻¹ H ^T is calculated for each frequency using H set in S801.

  In step S803, the frequency response data obtained in S802 is system-identified, and a transfer function of a frequency response type filter is calculated.

  In step S804, an impulse response is calculated from the calculated filter transfer function, and the filter 50 is calculated as an IIR filter.

  Hereinafter, even when the acceleration sensor 10 fails, the estimated noise value SPL_est is calculated with high accuracy by the same processing as in the above-described embodiment, and a high noise reduction effect can be obtained.

In the present embodiment, when the acceleration sensor 10 fails and the number of normally operating acceleration sensors 10 is smaller than the number of vibration sources, the operation of the noise estimation unit 34 is stopped, and the noise control device This is an embodiment in which the operation of the main body 30 is stopped. If the transfer function matrix H does not satisfy (Equation 10), the pseudo inverse matrix H ⁺ cannot be obtained. Therefore, when the number of normally operating acceleration sensors 10 is smaller than the number of vibration sources, noise cannot be estimated with high accuracy. For this reason, when the number of normally operating acceleration sensors 10 is smaller than the number of vibration sources, the operation of the noise estimation unit 34 is stopped, and the output of the signal to the calculation unit 36 is stopped, whereby the control command The operation of the value calculation unit 32 is stopped. By this operation, it is possible to prevent the operation of the noise control device main body 30 from being stopped and performing noise control based on the estimated noise value SPL_est that has not been calculated with high accuracy. For example, the number of vibration sources may be set to the number of tires of the vehicle.

  FIG. 20 shows a flowchart in the present embodiment.

  In step S <b> 901, the acceleration signal is input to the A / D conversion unit 33, subjected to A / D conversion, and input to the noise estimation unit 34. After this, the flow moves to step S902.

  In step S902, it is determined whether or not the acceleration sensor 10 has failed based on the temporal variation of the acceleration signal obtained in S901. If there is a faulty acceleration sensor 10 in the acceleration sensor 10, the flow proceeds to step S903. On the other hand, if there is no faulty acceleration sensor 10, the flow proceeds to step S906.

  In step S903, it is determined whether or not the number of normal acceleration sensors 10 is greater than a preset number of vibration sources. If the number of normal acceleration sensors 10 is greater than the number of vibration sources, the flow moves to step S904. On the other hand, if the number of normal acceleration sensors 10 is less than the number of vibration sources, the flow moves to step S910.

  In step S904, the filter 50 is reset. Any of the above-described embodiments and Examples 1 to 3 may be used as the resetting method. After this, the flow moves to step S905.

  In step S905, the filter 50 is updated to the new filter 50 reset in step S904. After this, the flow moves to step S906.

  In step S <b> 906, the control command value is input to the A / D conversion unit 33, subjected to A / D conversion, and input to the noise estimation unit 34. After this, the flow moves to step S907.

  In step S907, the acceleration signal is multiplied by the filter 50. After this, the flow moves to step S908.

  In step S908, the transfer function 60 stored in advance in the control command value is multiplied. After this, the flow moves to step S909.

  In step S909, the sum of all the signals obtained in S907 and S908 is taken, and the obtained signal is output. After this, the flow moves to step S911, and the operation ends.

  In step S910, it is determined that the filter 50 cannot be reset, and the operation of the noise estimation unit 34 is stopped. Thereby, the operation of the noise control device main body 30 is stopped, and the noise control is stopped.

  In step S910, instead of stopping the operation of the noise estimation unit 34, the operation of the filter resetting unit 95 in the noise estimation unit 34 can be stopped. If the failed acceleration sensor 10 has a small contribution to noise estimation, it may be possible to estimate noise without using the acceleration sensor 10. In this case, there is a case where a noise reduction effect can be obtained by continuing the control using the filter 50 used immediately before without resetting the filter 50.

  According to the noise control device of the embodiment of the present invention described above, the following operational effects can be obtained.

The invention of claim 1 is arranged on the body of the vehicle, and a plurality of sensors for detecting vibration of the vehicle body, and wave applying section to apply a wave which is controlled in said vehicle, based on the respective output signals of said plurality of sensors A noise estimation unit that calculates an estimated value of vehicle interior noise that can be heard in a predetermined space in the vehicle interior of the vehicle, and controls the wave output from the wave application unit based on the estimated value of the vehicle interior noise to control the vehicle interior A noise control apparatus including a control unit that performs noise control for reducing noise, and a sensor failure detection unit that detects a failure for each sensor based on each output signal of the plurality of sensors, and the noise estimation parts, when the sensor failure detecting section detects a failure of the sensor, to calculate the estimated value of the vehicle compartment noise based on only the output signal of a normal the sensor except the sensor failed The noise estimation unit performs, for each output signal of each sensor, a filter process set based on a correlation between the vehicle interior noise and each output signal of each sensor; And calculating the estimated value of the vehicle interior noise, and when the sensor failure detection unit detects a failure of the sensor, for each output signal of the normal sensor. In addition, each of the output signals subjected to new filter processing is performed by performing filter processing newly set based on the correlation between the vehicle interior noise and each output signal of each normal sensor excluding the failed sensor. Is added to calculate the estimated value of the vehicle interior noise .

According to this apparatus, when a sensor fails, it is possible to perform noise control by performing noise control only with the output signals of normal sensors excluding the failed sensor.
In addition, when a sensor breaks down, it is possible to perform effective noise control by calculating an estimated value of vehicle interior noise by a new filter process corresponding to normal sensors excluding the broken sensor and performing noise control. .

  According to a second aspect of the present invention, in the noise control device according to the first aspect, the wave is a body vibration applied to the vehicle body of the vehicle or a sound generated in the vehicle interior of the vehicle. .

  According to this device, vehicle interior noise can be reduced by applying vibration or sound to the vehicle body.

According to a third aspect of the present invention, in the noise control device according to the first or second aspect, the sensor failure detection unit detects a failure of the sensor based on the output signal and output time of the sensor. It is characterized by.

According to this device , sensor failure can be easily detected based on the output signal and output time of the sensor.
can do.

The invention of claim 4 is the noise control device according to claim 1, wherein the filtering, weighting processing which is set based on the correlation between the compartment noise and the output signal of a normal the sensor The weighting process is characterized in that the coefficient of the weighting process is set so that the output signal having a higher correlation with the vehicle interior noise has a higher contribution to the estimated value of the vehicle interior noise. Yes.

  According to this apparatus, the weighting process is performed so that the output signal having a higher correlation with the vehicle interior noise has a higher contribution to the estimated value of the vehicle interior noise, and the vehicle interior noise can be estimated with high accuracy.

  According to a fifth aspect of the present invention, in the noise control apparatus according to the fourth aspect, the weighting process is performed for each predetermined frequency band.

  According to this apparatus, the weighting process is performed for each predetermined frequency band, and the vehicle interior noise can be estimated with high accuracy.

  According to a sixth aspect of the present invention, in the noise control apparatus according to the fourth or fifth aspect, the filtering process includes: the normal output signal of the sensor; the output signal; and an estimated value of the vehicle interior noise. It is characterized in that the transfer function G is multiplied by the weighting coefficient.

  According to this apparatus, the vehicle interior noise can be estimated with high accuracy by a simple calculation.

  The invention according to claim 7 is the noise control device according to any one of claims 4 to 6, wherein the noise estimation unit calculates coefficients of the weighting processing corresponding to all combinations of the normal sensors. It is characterized in that a storage unit is provided which stores the weighting coefficient calculated in advance and calculated.

  According to this apparatus, the processing time can be shortened by storing the weighting coefficient in advance.

The invention of claim 8 is the noise control device according to claim 1, wherein the filtering the output signal and the vehicle body vibration source consisting output signal and the source of the vibration of the vehicle body normal the sensor The function (H ^T · H) ⁻¹ H ^T based on the transfer function H between the vehicle body vibration source and the transfer function R between the vehicle body vibration source and the estimated value of the vehicle interior noise is characterized by .

  According to this apparatus, the filter process is calculated based on the transfer function H, and the vehicle interior noise can be estimated with high accuracy.

Further, the invention of claim 9 is the noise control device according to claim 8, wherein the noise estimation unit calculates the function (H ^T · H) ⁻¹ H ^T corresponding to all combinations of the normal sensors. A storage unit that stores the function (H ^T · H) ⁻¹ H ^T calculated in advance and stored therein is provided.

  According to this apparatus, the storage capacity is small, and the storage capacity required by the storage unit can be reduced.

In the noise control device according to claim 8, the noise estimation unit may calculate the function (H ^T · H) ⁻¹ H ^T corresponding to all combinations of normal sensors. The transfer function H used for calculation is calculated in advance, and a storage unit for storing the calculated transfer function H is provided.

  According to this apparatus, the storage capacity is small, and the storage capacity required by the storage unit can be reduced.

  The invention according to claim 11 is the noise control apparatus according to claim 8, wherein the noise estimation unit includes a storage unit that stores the transfer function H corresponding to a case where all the sensors are normal, and the sensor When the failure detection unit detects a failure of the sensor, a new transfer function H corresponding to the normal sensor excluding the failed sensor is deleted by deleting the row component of the transfer function H corresponding to the failed sensor. It is characterized by calculating.

  According to this apparatus, the transfer function H can be easily calculated.

The invention according to claim 12 is the noise control device according to any one of claims 1 to 11, wherein the noise estimation unit detects a failure of the sensor while the sensor failure detection unit newly detects a failure. If the number of sensors in the vehicle exceeds the number of vehicle body vibration sources, the sensor failure detection unit excludes the sensor that has failed the same filter processing as the filter processing performed immediately before detecting a new failure. This is performed on the output signal of the normal sensor.

  According to this apparatus, when noise can be estimated without using an output signal from a failed sensor, the effect of reducing vehicle interior noise can be achieved.

  The invention according to claim 13 is the noise control device according to any one of claims 1 to 11, wherein the control unit is configured such that the number of sensors having a failure detected by the sensor failure detection unit is the number of the sensors. When the number of vehicle body vibration sources is exceeded, the noise control is stopped.

  According to this apparatus, it is possible to prevent noise control from being performed when the number of sensors that have failed exceeds the number of body vibration sources and noise cannot be estimated correctly.

  The invention according to claim 14 is the noise control device according to any one of claims 8 to 13, wherein the number of vehicle body vibration sources is the number of wheels provided in the vehicle.

  According to this apparatus, by setting the number of wheels as the number of vehicle body vibration sources, it is possible to estimate the noise in the vehicle interior with high accuracy and to improve the effect of reducing the vehicle interior noise.

Further, according to a fifteenth aspect of the present invention, in the noise control device according to any one of the first to fifteenth aspects, the plurality of sensors include a floor panel, a roof panel, a front glass, a dash panel, and a front pillar of a vehicle body. It is characterized by being installed in either .

According to this device, it is possible to perform noise control using any one of the floor panel, roof panel, front glass, dash panel, and front pillar of the vehicle body as a noise generation source.

  Further, according to the noise control method of the embodiment of the present invention described above, the following operational effects can be obtained.

According to a sixteenth aspect of the present invention, there is provided a step of detecting vibrations of a vehicle body of a vehicle at a plurality of detection points, and an estimated value of vehicle interior noise that can be heard in a predetermined space based on the vibrations detected at the plurality of detection points. calculating a, the vehicle wave calculated on the basis of the estimated value of the interior noise is applied to the vehicle body, noise control and a step of controlling the the wave motion performs noise control for reducing the vehicle compartment noise In the method, a step of detecting a detection point where the vibration is not normally detected among the plurality of detection points is provided, and the detection point is excluded when a detection point where the vibration is not normally detected is detected An estimated value of the vehicle interior noise is calculated based only on the vibration detected at the normal detection location, and the vehicle is detected for each vibration detected at each detection location. A filter process set based on the correlation between the internal noise and each vibration detected at each detection point is performed, and the vibrations subjected to the filter process are added to calculate an estimated value of the vehicle interior noise. When the detection location where the vibration is not normally detected among the plurality of detection locations is detected, the vehicle interior noise and the vibration are normally corrected for each vibration detected at each normal detection location. The filter processing newly set based on the correlation with the vibration detected at each normal detection location excluding the detection location that has not been detected is performed, and the respective vibrations subjected to the filter processing are added to the vehicle. It is characterized by calculating an estimated value of room noise .

According to this method, when a detection location where vibration is not detected normally is detected, noise control is performed based only on the vibration detected by the normal detection location except for the detection location where vibration is not detected normally. Effective noise control can be performed.
In addition, when a detection point where the vibration is not normally detected among a plurality of detection points is detected, the vehicle is subjected to a new filter process corresponding to a normal detection point excluding a detection point where the vibration is not normally detected. Effective noise control can be performed by calculating an estimated value of indoor noise and performing noise control.

  The invention according to claim 17 is the noise control method according to claim 16, wherein the wave is a body vibration applied to the vehicle body of the vehicle or a sound generated in the vehicle interior of the vehicle. It is said.

  According to this method, vehicle interior noise can be reduced by applying vibration or sound to the vehicle body.

The invention according to claim 18 is characterized in that, in the noise control method according to claim 16 or 17, a detection location where the vibration is not normally detected is detected based on the magnitude and detection time of the vibration. It is said.

According to this method, it is possible to easily detect a detection location where vibration is not normally detected based on the magnitude of vibration and the detection time.

The noise control method according to claim 19 is the noise control method according to claim 16 , wherein the filtering process is a weighting set based on a correlation between the vibration detected at the normal detection location and the vehicle interior noise. The weighting process is characterized in that a coefficient of the weighting process is set so that the degree of contribution to the estimated value of the vehicle interior noise becomes higher as the vibration having a higher correlation with the vehicle interior noise. Yes.

  According to this method, the weighting process is performed so that the vibration having a higher correlation with the vehicle interior noise has a higher contribution to the estimated value of the vehicle interior noise, so that the vehicle interior noise can be estimated with high accuracy.

  According to a twentieth aspect of the present invention, in the noise control method according to the nineteenth aspect, the weighting process is performed for each predetermined frequency band.

  According to this method, the weighting process is performed for each predetermined frequency band, and the vehicle interior noise can be estimated with high accuracy.

  The invention according to claim 21 is the noise control method according to claim 19 or 20, wherein the filter processing includes the vibration detected at the normal detection position, the vibration and an estimated value of the vehicle interior noise. The transfer function G is multiplied by the weighting coefficient.

  According to this method, the vehicle interior noise can be estimated with high accuracy by a simple calculation.

  The invention according to claim 22 is the noise control method according to any one of claims 19 to 21, wherein coefficients of the weighting process corresponding to all combinations of normal detection points are calculated in advance. The coefficient of the weighting process is stored.

  According to this method, the processing time can be shortened by storing the weighting processing coefficients in advance.

The invention according to claim 23 is the noise control method according to claim 16 , wherein the filtering process includes the vibration detected at the normal detection location, and the body vibration source that is a source of the vibration and the vibration of the vehicle body. The function (H ^T · H) ⁻¹ H ^T based on the transfer function H between the vehicle body vibration source and the transfer function R between the vehicle body vibration source and the estimated value of the vehicle interior noise is characterized by .

  According to this method, the filter processing is calculated based on the transfer function H, and the vehicle interior noise can be estimated with high accuracy.

The invention according to claim 24 is the noise control method according to claim 23, wherein the function (H ^T · H) ⁻¹ H ^T corresponding to all combinations of the normal detection locations is calculated in advance. The function (H ^T · H) ⁻¹ H ^T is stored.

  According to this method, the storage capacity is small and the storage capacity required by the storage unit can be reduced.

The invention according to claim 25 is the noise control method according to claim 23, wherein the function (H ^T · H) ⁻¹ H ^T corresponding to all combinations of the normal detection points is calculated. The transfer function H is calculated in advance, and the calculated transfer function H is stored.

  According to this method, the storage capacity is small and the storage capacity required by the storage unit can be reduced.

  The invention according to claim 26 is the noise control method according to claim 23, wherein the transfer function H corresponding to the case where all the detection points are normal is stored, and the vibration is normal among the plurality of detection points. When a detection location that cannot be detected is detected, a new transmission corresponding to the normal vibration location excluding the faulty vibration location by deleting the row component of the transfer function H corresponding to the detection location failed It is characterized by calculating the function H.

  According to this method, the transfer function H can be easily calculated.

The invention according to claim 27 is the noise control method according to any one of claims 16 to 26, wherein a detection point where the vibration is not normally detected is newly detected and the number of the detection points is When the number of vibration sources of the vehicle body is exceeded, the vibration detected at the normal detection location is the same as the filter processing performed immediately before the detection location where the vibration is not normally detected is newly detected. Is characterized by

  According to this method, when noise can be estimated without using vibration from a detection location where vibration cannot be detected normally, an effect of reducing vehicle interior noise can be achieved.

  The invention according to claim 28 is the noise control method according to any one of claims 16 to 26, wherein the number of detection points where the vibration is not normally detected exceeds the number of the body vibration sources. In the case, the noise control is stopped.

  According to this method, it is possible to prevent noise control from being performed when the number of detection points where vibration cannot be detected normally exceeds the number of body vibration sources and noise estimation cannot be performed correctly. be able to.

  The invention according to claim 29 is the noise control method according to any one of claims 23 to 28, wherein the number of vehicle body vibration sources is the number of wheels provided in the vehicle.

  According to this method, by setting the number of wheels as the number of vehicle body vibration sources, the noise in the vehicle interior can be estimated with high accuracy, and the effect of reducing the vehicle interior noise can be improved.

Furthermore, the invention of claim 30 is the noise control method according to any one of claims 16 to 29, wherein the vibration of the vehicle body is set to any one of a floor panel, a roof panel, a front glass, a dash panel, and a front pillar. The detection is performed at a plurality of detection points .

According to this method, it is possible to perform noise control using any one of the floor panel, roof panel, front glass, dash panel, and front pillar of the vehicle body as a noise generation source.

  As mentioned above, although the Example of this invention was explained in full detail with drawing, an Example is only an illustration of this invention and this invention is not limited only to the structure of an Example. Accordingly, it is a matter of course that the present invention includes any design change within a range not departing from the gist of the present invention.

  For example, the number of acceleration sensors 10 is not limited to four, and a necessary number can be set.

  The number of piezoelectric actuators 20 is not limited to two, and an arbitrary number smaller than the number of acceleration sensors 10 can be set.

  Further, the feedback control performed by the calculation unit 36 is not limited to the H∞ control, and any feedback control may be used.

  In the above description, the application example to the case of road noise reduction has been described. However, the present invention can also be applied to other noises. For example, when used for engine noise, the same estimation is performed by pasting the acceleration sensor 10 on a floor panel and a dash panel (not shown). If the acceleration sensor fails, the noise estimation unit 34 similarly filters 50. Reset the settings. For wind noise, the same estimation is performed by attaching the acceleration sensor 10 to the front pillar (not shown) and the roof (not shown). If the acceleration sensor fails, the noise estimation unit 34 similarly sets the filter 50. Perform resetting.

  In the present embodiment and example, a signal line that is fed back to the control command value calculation unit 32 and is returned to the control command value that is an output of the control command value calculation unit 32 is formed. The control command value output from the calculation unit 32 is subjected to D / A conversion and then A / D converted again and input to the control command value calculation unit 32. Therefore, the control command value input to the control command value calculation unit 32 is delayed by one step in the processing cycle. Here, instead of FIG. 2 and FIG. 3, the feedback of the control command value in the control device main body 30 is deleted as shown in FIG. 21, and the feedback is formed inside the control command value calculation unit 32 as shown in FIG. Other forms may be used.

  Further, in the present embodiment, the noise estimation unit 34, the calculation unit 36, and the acceleration sensor failure detection unit 90 are separated as shown in FIG. It is also possible to configure the calculation unit 36 and perform noise estimation and control command value calculation at the same time. In this case, the noise estimation unit 34 included in the calculation unit 36 is set by the number of combinations of all the acceleration sensors 10 except for the failed acceleration sensor 10, and is switched according to the failed acceleration sensor 10. Thus, the noise may be estimated and the control command value may be calculated.

A method of designing the noise estimation unit 34 and the calculation unit 36 in an integrated manner may be performed as follows. First, consider the block diagram of FIG. In the figure, C is an arithmetic unit to be designed, G _pa is a transfer function from each piezo actuator 20 to each acceleration sensor 10, W _{1 to} W ₄ are the filters 50, and G _p1 and G _p2 are each piezo actuator 20. Represents the transfer function 60 from noise to noise. At this time, a controller C that stabilizes the closed loop in FIG. 23 and minimizes the norm of the transfer function G _pa from the acceleration signals α _{1 to} α ₄ may be designed. Various design methods can be considered. For example, design should be performed using the H∞ control method described in the literature “Hosoe, Araki,“ Control System Design-H∞ Control and its Applications ”, Asakura Shoten, 1994”. Can do.

It is a figure which shows the main propagation path of the vibration of a vehicle body by the influence of the unevenness | corrugation of a road surface, and road noise. 1 is a schematic diagram of a noise control device according to the present embodiment. It is a block diagram which shows the internal structure of a control command value calculation part. It is a flowchart of the process in a control apparatus main body. It is a block diagram of a noise estimation part. It is a flowchart of the process in the noise estimation part when all the acceleration sensors are normal. It is a figure which shows the relationship between the vibration source signal to a vehicle body, acceleration, and vehicle interior noise. It is a flowchart of a filter calculation process. It is a figure which shows the frequency response example of the filter by this embodiment. It is a comparison figure of the noise estimated in the noise estimation part, and the noise actually measured. It is a figure which shows the estimated value and measured value of a noise when an acceleration sensor fails. It is a block diagram of a noise estimation part. It is a flowchart of the process in a noise estimation part. It is a figure which shows the frequency response example of the filter when an acceleration sensor fails. It is a comparison figure of the noise estimated in the noise estimation part, and the noise actually measured. 6 is a flowchart of filter resetting in the first embodiment. 10 is a flowchart of filter resetting in the second embodiment. 10 is a flowchart of filter resetting in the third embodiment. In Example 3, it is a flowchart of the reset of the filter at the time of handling a matrix in a frequency response format. 10 is a flowchart of processing in Embodiment 4. It is the schematic of the noise control apparatus which changed the structure of the control part. It is a block diagram of the control command value calculation part in the noise control apparatus which changed the structure of the control part. It is a block diagram at the time of integrating a noise estimation part and a calculation part.

Explanation of symbols

1 Noise control device 10, 10a, 10b, 10c, 10d Acceleration sensor 20, 20a, 20b, 20c, 20d Piezo actuator (wave application unit)
30 noise control device main body 31 amplifying unit 32 control command value calculating unit 33 A / D converting unit 34 noise estimating unit 35 control unit 36 calculating unit 37 D / A converting unit 50 filter 60 filter 70 adding units 90, 90a, 90b, 90c 90d Acceleration sensor failure detection unit 95 Filter resetting unit 96 Memory 100 Control space 110 Floor panel 120 Axle 130 Suspension 140 Member 200 Tire

Claims (30)

A plurality of sensors arranged on the vehicle body for detecting vibrations of the vehicle body ;
A wave applying unit for applying a controlled wave to the vehicle;
A noise estimation unit that calculates an estimated value of vehicle interior noise that can be heard in a predetermined space in the vehicle interior of the vehicle based on the output signals of the plurality of sensors;
A noise control device comprising: a control unit that controls a wave output from the wave application unit based on an estimated value of the vehicle interior noise and performs noise control to reduce the vehicle interior noise ;
A sensor failure detection unit that detects a failure for each sensor based on each output signal of the plurality of sensors is provided,
The noise estimation unit, when the sensor failure detecting section detects a failure of the sensor, to calculate the estimated value of the vehicle compartment noise based on only the output signal of a normal the sensor except the sensor failed Composed of
The noise estimation unit performs, for each output signal of each sensor, a filter process set based on a correlation between the vehicle interior noise and each output signal of each sensor, and performs the filter process. While calculating the estimated value of the vehicle interior noise by adding the output signals,
When the sensor failure detection unit detects a failure of the sensor, for each output signal of each normal sensor, each output signal of each normal sensor excluding the sensor that has failed and the vehicle interior noise. A noise control apparatus that performs a filter process newly set based on the correlation with the output signal and adds the output signals subjected to the new filter process to calculate an estimated value of the vehicle interior noise .   The noise control apparatus according to claim 1, wherein the wave is a body vibration applied to the vehicle body of the vehicle or a sound generated in the vehicle interior of the vehicle. The noise control device according to claim 1, wherein the sensor failure detection unit detects a failure of the sensor based on the output signal and output time of the sensor . The filtering process performs a weighting process set based on a correlation between the output signal of the normal sensor and the vehicle interior noise, and the weighting process is performed for the output signal having a higher correlation with the vehicle interior noise. noise control device according to claim 1, characterized in that the coefficient of the weighting processing is set such contribution to the estimate of the vehicle interior noise is increased.   The noise control apparatus according to claim 4, wherein the weighting process is performed for each predetermined frequency band.   The filter process is characterized by multiplying the output signal of the normal sensor, a transfer function G between the output signal and the estimated value of the vehicle interior noise, and a coefficient of the weighting process. Item 6. The noise control device according to Item 4 or 5.   The said noise estimation part is provided with the memory | storage part which calculates the coefficient of the said weighting process corresponding to all the combinations of the said normal sensor beforehand, and memorize | stores the calculated coefficient of this weighting process. The noise control device according to any one of 6. The filtering process includes the normal output signal of the sensor, a function (HT · H) -1HT based on a transfer function H between the output signal and a vehicle body vibration source that is a source of vibration of the vehicle body, The noise control device according to claim 1 , wherein a transfer function R between a vehicle body vibration source and the estimated value of the vehicle interior noise is multiplied.   The noise estimation unit includes a storage unit that calculates the function (HT · H) -1HT corresponding to all combinations of the normal sensors in advance and stores the calculated function (HT · H) -1HT. The noise control device according to claim 8.   The noise estimation unit calculates in advance the transfer function H used to calculate the function (HT · H) -1HT corresponding to all combinations of normal sensors, and stores the calculated transfer function H The noise control apparatus according to claim 8, further comprising a storage unit.   The noise estimation unit includes a storage unit that stores the transfer function H corresponding to when all the sensors are normal, and corresponds to the failed sensor when the sensor failure detection unit detects a failure of the sensor. The noise control apparatus according to claim 8, wherein a new transfer function H corresponding to the normal sensor excluding the failed sensor is calculated by deleting a row component of the transfer function H. The noise estimation unit detects a new sensor failure when the sensor failure detection unit newly detects a failure of the sensor, and if the number of sensors that have failed exceeds the number of vehicle body vibration sources, the sensor failure detection unit newly claim 1 to 11 any one of which is characterized in that to the output signal of a normal the sensor except the sensor failed filtering same filtering and went immediately prior to detecting the failure The noise control device described in 1.   The said control part stops the said noise control, when the number of the said faulty sensors which the said sensor failure detection part detected exceeds the number of the said vehicle body vibration sources. The noise control device according to any one of the above.   The noise control device according to any one of claims 8 to 13, wherein the number of vehicle body vibration sources is the number of wheels provided in the vehicle. The noise control device according to any one of claims 1 to 14, wherein the plurality of sensors are installed on any of a floor panel, a roof panel, a front glass, a dash panel, and a front pillar of a vehicle body. . Detecting vibrations of a vehicle body at a plurality of detection points ;
Calculating an estimated value of vehicle interior noise heard in a predetermined space in the vehicle interior based on the vibrations detected at the plurality of detection points;
A noise control method comprising: applying a wave calculated based on an estimated value of the vehicle interior noise to the vehicle body and performing noise control to control the wave to reduce the vehicle interior noise ;
Providing a step of detecting a detection point where the vibration is not normally detected among the plurality of detection points;
When detecting a detection point where the vibration is not normally detected, calculating an estimated value of the vehicle interior noise based only on the vibration detected in the normal detection point excluding the detection point;
For each of the vibrations detected at each of the detection locations, each of the vibrations subjected to the filter processing is performed by performing a filter process set based on the correlation between the vehicle interior noise and each of the vibrations detected at each of the detection locations. To calculate an estimated value of the vehicle interior noise, and when detecting a detection location where the vibration is not normally detected among the plurality of detection locations, the normal detection location is detected. For each vibration, perform the filter processing newly set based on the correlation between the vehicle interior noise and the vibration detected at each normal detection location excluding the detection location where the vibration could not be detected normally, A noise control method comprising: adding the vibrations subjected to the filtering process to calculate an estimated value of the vehicle interior noise .   The noise control method according to claim 16, wherein the wave is a vehicle body vibration applied to the vehicle body of the vehicle or a sound generated in the vehicle interior of the vehicle. 18. The noise control method according to claim 16, wherein a detection location where the vibration is not normally detected is detected based on the magnitude and detection time of the vibration . The filtering process performs a weighting process that is set based on a correlation between the vibration detected at the normal detection location and the vehicle interior noise, and the weighting process has a high correlation with the vehicle interior noise. 17. The noise control method according to claim 16 , wherein the coefficient of the weighting process is set so that the degree of contribution to the estimated value of the vehicle interior noise increases.   The noise control method according to claim 19, wherein the weighting process is performed for each predetermined frequency band.   The filtering process is characterized by multiplying the vibration detected at the normal detection location, a transfer function G between the vibration and the estimated value of the vehicle interior noise, and a coefficient of the weighting process. The noise control method according to claim 19 or 20.   The coefficient of the weighting process corresponding to all the combinations of the normal detection locations is calculated in advance, and the calculated coefficient of the weighting process is stored. The noise control method described. The filtering process includes a function (HT · H) -1HT based on a transfer function H between the vibration detected at the normal detection location and a body vibration source serving as a vibration source of the body vibration. The noise control method according to claim 16 , wherein a transfer function R between a vehicle body vibration source and the estimated value of the vehicle interior noise is multiplied.   24. The function (HT · H) -1HT corresponding to all combinations of normal detection points is calculated in advance, and the calculated function (HT · H) -1HT is stored. The noise control method described in 1.   The transfer function H used to calculate the function (HT · H) -1HT corresponding to all combinations of the normal detection points is calculated in advance, and the calculated transfer function H is stored. The noise control method according to claim 23.   The transfer function H corresponding to the case where all the detection points are normal is stored, and when the detection point where the vibration is not normally detected among the plurality of detection points is detected, the detection point corresponding to the failure is dealt with. 24. The noise control method according to claim 23, wherein a new transfer function H corresponding to the normal vibration location excluding the failed vibration location is calculated by deleting a row component of the transfer function H. When a detection point where the vibration is not normally detected is newly detected and the number of detection points exceeds the number of the body vibration sources, a detection point where the vibration is not normally detected is newly detected. The noise control method according to any one of claims 16 to 26, wherein the same filter process as the filter process performed immediately before is performed on the vibration detected at the normal detection location.   27. The noise control according to any one of claims 16 to 26, wherein the noise control is stopped when the number of detection points where the vibration is not normally detected exceeds the number of the body vibration sources. Noise control method.   The noise control method according to any one of claims 23 to 28, wherein the number of the vehicle body vibration sources is the number of wheels provided in the vehicle. 30. The vibration of the vehicle body is detected at a plurality of detection points set on any one of a floor panel, a roof panel, a front glass, a dash panel, and a front pillar. Noise control method.

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