JP2000009174A - Active noise vibration controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent lowering of the reducing effect of vibration upon change of an emission suppressing coefficient to an emission suppressing tendency in an active noise vibration controller using an update formula including the emission suppressing coefficient. SOLUTION: An emission suppressing coefficient βmk corresponding to en engine rotating speed area NE (m) equivalent to engine rotating speed NE is specified (S122). A vibration reducing control process is performed based on it. When a control is emitted, only the emission suppressing coefficient βmk is changed to an emission suppressing tendency. When the engine rotating speed NE changes, an emission suppressing coefficient βmk corresponding to the changed engine rotating speed area NE (m) is specified and the vibration reducing control process is performed based on it. Specifically, the emission suppressing coefficient βmk is provided in each engine rotating speed area NE (m), and the emission suppressing coefficient βmk is updated in each engine rotating speed area NE (m) when the control is emitted, so that a proper emission suppressing coefficient βmk is set in each engine rotating speed are NE (m) to more improve the control performance of a vibration reducing control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an active noise / vibration control apparatus for performing noise / vibration reduction control using an adaptive digital filter whose filter coefficient is updated in accordance with an adaptive algorithm. The performance is further improved.

[0002]

2. Description of the Related Art As a prior art of this kind, there is one disclosed in Japanese Patent Laid-Open Publication No. Hei 5-61483 previously proposed by the present applicant.

[0003] That is, the prior art described in this publication is
The present invention relates to an active noise control device using an adaptive algorithm such as an LMS algorithm, and more specifically, as an evaluation function in an adaptive algorithm, a square value of a residual noise signal which is an interference result of noise to be reduced and control sound. The present invention relates to an active noise control device using the sum of the square value of a drive signal to a loudspeaker that emits a control sound.

[0004] In the conventional active noise control device described in the above publication, a coefficient multiplied by the square of the drive signal included in the evaluation function (referred to as an effort coefficient in the above publication). ) Is changed in a direction in which the divergence is suppressed (a direction in which the filter coefficient is reduced) as the divergence of the control progresses, whereby the divergence of the control is suppressed even when the acoustic transfer function changes. Since the control can be effectively suppressed, the control can be prevented from diverging in earnest, and when applied to a vehicle, for example, occupants and the like do not have to feel uncomfortable.

[0005]

However, according to the above-mentioned prior art, when divergence is detected for noise of a certain frequency and the divergence suppression coefficient is changed in the divergence suppression direction accordingly, all The noise reduction control is performed based on the divergence suppression coefficient updated for the noise of the frequency of. However, in some cases, divergence does not occur at frequencies other than the frequency corresponding to the noise, and there is no need to change the divergence suppression coefficient. Since the divergence suppression coefficient has a smaller control effect as the divergence suppression tendency increases, this leads to a reduction in the noise reduction effect.

[0006] Such an unsolved problem also has an active vibration control device as disclosed in Japanese Patent Application Laid-Open No. 6-230786, for example. Therefore, the present invention has been made focusing on the above-mentioned conventional unsolved problems,
An object of the present invention is to provide an active noise and vibration control device capable of improving the control performance of noise and vibration reduction control by setting a divergence suppression coefficient more accurately.

[0007]

To achieve the above object, an active noise and vibration control apparatus according to claim 1 uses an adaptive digital filter whose filter coefficient is updated according to an adaptive algorithm to reduce noise or vibration. An active noise and vibration control device including a divergence suppression coefficient having a divergence suppression effect of the control, the state variable detection means for detecting a predetermined state variable; And divergence suppression means for changing the divergence suppression coefficient corresponding to the state variable detected by the state variable detection means in the divergence suppression direction when the divergence is detected.

In the active noise and vibration control apparatus according to a second aspect of the present invention, the state variable detecting means detects an environmental temperature of a sound or vibration transmission system as the state variable. I have.

An active noise and vibration control apparatus according to claim 3 is applied to a vehicle, and the state variable detecting means detects an engine speed as the state variable. I have.

An active noise and vibration control apparatus according to a fourth aspect is applied to a vehicle, and the state variable detecting means detects an engine load as the state variable. .

Further, in the active noise and vibration control apparatus according to a fifth aspect, the divergence suppressing means is configured to set the divergence suppression coefficient such that a difference between the divergence suppression coefficients corresponding to the adjacent state variables is within a predetermined range. It is characterized by being changed.

According to the first to fifth aspects of the present invention, for example, an environmental temperature which is a temperature of a space including a sound or vibration transmission system, or a frequency of noise or vibration, or an engine when applied to a vehicle State variables such as engine speed or engine load are detected by state variable detection means,
If the divergence of the control is detected, the divergence suppression coefficient corresponding to the state variable detected by the state variable detection means is changed in the divergence suppression direction. That is, for example, when the environmental temperature of the transmission system is detected as the state variable, the divergence suppression coefficient corresponding to the detected environmental temperature is changed in the divergence suppression direction,
The divergence suppression coefficients corresponding to other environmental temperatures are not changed.
When the engine speed is detected as the state variable, the divergence suppression coefficient corresponding to the detected engine speed is changed in the divergence suppression direction. Similarly, when the engine load is detected as the state variable, the detection is performed. The divergence suppression coefficient corresponding to the set engine load is changed in the divergence suppression direction. Therefore, an appropriate divergence suppression coefficient is set for each state variable such as the engine speed or the environmental temperature, so that a sufficient divergence reduction effect can be obtained regardless of the state of any state variable. .

In particular, in the invention according to claim 5, the divergence suppression coefficients of the state variables adjacent to each other are set so that the difference between the divergence suppression coefficients is equal to or smaller than a predetermined value. Even if is changed, the divergence suppression coefficient is prevented from greatly changing, and the control state of the noise or vibration reduction control does not change significantly with the change in the divergence suppression coefficient, and the user does not feel uncomfortable.

[0014]

According to the active noise and vibration control apparatus according to the first to fifth aspects of the present invention, a predetermined state variable is detected by the state variable detecting means, and when the control diverges, the state variable is determined. Since the corresponding divergence suppression coefficient is changed to the divergence suppression tendency, an accurate divergence suppression coefficient can be set for each state variable, and the control performance of noise or vibration reduction control can be improved.

In particular, according to the active noise and vibration control apparatus of the fifth aspect, the difference between the divergence suppression coefficients corresponding to adjacent state variables is set within a predetermined range. Even if the divergence suppression coefficient is changed,
The control state of the noise or vibration reduction control does not greatly change, and the reduction control can be performed well without causing a sense of incongruity.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic side view of a vehicle to which a first embodiment of an active vibration control device according to the present invention is applied.

First, the structure will be described. An engine 17 mounted horizontally is supported by a vehicle body 18 composed of a suspension member and the like via an active engine mount 20 disposed rearward in the vehicle longitudinal direction. . In addition,
Actually, a plurality of engine mounts that generate a passive supporting force according to the relative displacement between the engine 17 and the vehicle body 18 are interposed between the engine 17 and the vehicle body 18 in addition to the active engine mount 20. . As a passive engine mount, for example, a normal engine mount that supports a load with a rubber-like elastic body, or a known fluid-filled mount in which a fluid is sealed inside a rubber-like elastic body so that a damping force can be generated. An insulator or the like can be applied.

FIG. 2 is a plan view showing the upper structure of an active engine mount 20 connected to the engine 17 via a bracket (not shown) fixed to the engine 17. The two projecting connection bolts 30a are inserted from below into the insertion holes of the bracket described above, and nuts are screwed into the engine 17 so that the engine 17 is rotated.
Is fixed at the upper end. Reference numeral 60 denotes a rebound restricting member. The rebound restricting member 60 extends perpendicularly to a line connecting the two connecting bolts 30a and extends above the engine-side connecting member 30 in an arch shape. It is fixed to the case 43 and is located above the rebound stopper 31 made of a rubber elastic body fixed to the upper surface of the engine side connecting member 30.

FIG. 3 shows the internal structure of the active engine mount 20 shown in a sectional view taken in the direction of the arrow in FIG.
Of the A-A arrow sectional along a line connecting the two connecting bolts 30a, the axis of FIG. 3 (hereinafter, referred to as the mounting shaft) P ₁
Are shown on the right side as boundaries, and the two connecting bolts 30 of FIG.
The direction taken along line B-B cross sectional view perpendicular to the line connecting the a, are shown to the right of the mounting shaft P ₁ in FIG. 3 as the boundary.

The active engine mount 20 is provided with a device
Case 43 includes outer tube 34, intermediate tube 36, and orifice component
Mounting components such as the material 37 and the support elastic body 32
At the lower part of these mounting parts, a part of the partition of the fluid chamber 84
The movable member 78 elastically supported while being formed is moved to the fluid chamber 84.
Electromagnetic actuator that displaces in the direction in which the volume of
52 and a load for detecting a vibration state of a body member (not shown).
This is a device that incorporates the weight sensor 64 and is described in more detail.
As will be described, the engine-side connecting member 30 described above
The end peripheral portion 30g is formed with roundness
And the mounting axis P ₁The first hole 30c is formed at a position along
Have been. Also, the engine connecting member 30 is attached to the engine from below.
The connection bolt 30a that is fitted and facing upward is
The head 30d protrudes from the lower surface of the engine side connecting member 30.
ing. Here, the outer peripheral edge of the head 30d is rounded.
It is attached and formed.

A hollow cylindrical body 30b having an inverted trapezoidal cross section is fixed to the lower surface of the engine side connecting member 30.
This hollow cylinder 30b, together with the second hole 30e at a position close to the connecting bolts 30a are formed, the third hole 30f is formed on the lower surface along the mounting axis P _1.
No hole is formed in the hollow cylinder 30b at a position separated from the connection bolt 30a.

A rubber support elastic member 32 is provided on the lower surface of the engine-side connecting member 30 so as to cover the inside of the hollow cylindrical body 30b and the lower side of the engine-side connecting member 30.
Are fixed by vulcanization adhesion.

That is, the support elastic body 32 is a rubber elastic body whose diameter is increased downward from the engine-side connecting member 30 side, and has a hollow section 32 having a mountain-shaped cross section on its inner surface.
a, but the outer peripheral surface of the support elastic body 32 at a portion apart from the connecting bolt 30a is formed on the rebound stopper 31 while covering the outer peripheral portion of the engine side connecting member 30 as shown on the left side of FIG. It is continuous. On the other hand, as shown in the right side of FIG. 3, the support elastic body 32 which is close to the connection bolt 30a has a covering portion 32b which covers the entire area of the head 30d of the connection bolt 30a, and the head 30
The outer periphery at a position below d is formed to be largely concave inward (hereinafter, referred to as a concave outer peripheral portion indicated by reference numeral 32c).
The inner surface of the support elastic body 32 facing the concave outer peripheral portion 32c while forming the above-described cavity portion 32a is also
It has a shape that swells greatly inside (hereinafter, reference numeral 32).
d). The thickness of the support elastic body 32 in the portion close to the connection bolt 30a is
By providing the bulging inner peripheral portion 32d opposed to the concave outer peripheral portion 32c, the thickness is set to be substantially the same as the thickness of the portion remote from the connecting bolt 30a.

[0024] Then, the lower end portion of the resilient support member 32 which is a thin shape, the inner peripheral surface of the intermediate cylinder member 36 which mounts shaft P ₁ is oriented vibrator support direction to the hollow cylinder 30b coaxially by vulcanization bonding bond are doing.

The intermediate cylinder 36 is a member in which a small-diameter cylinder 36c is continuously formed between an upper cylinder 36a and a lower cylinder 36b having the same outer diameter, and has an annular recess on the outer periphery. Although not shown, an opening is formed in the small-diameter cylindrical portion 36c, and the inside and the outside of the intermediate cylindrical body 36 communicate with each other through this opening.

An outer cylinder 34 is fitted on the outer side of the intermediate cylinder 36, and the outer cylinder 34 has the same inner diameter as the outer diameter of the upper cylinder 36a and the lower cylinder 36b of the intermediate cylinder 36. age,
It is a cylindrical member whose axial length is set to the same size as the intermediate cylinder 36. An opening 34a is formed in the outer cylinder 34, and an outer periphery of a diaphragm 42 made of a rubber thin film elastic body is coupled to an opening edge of the opening 34a so as to close the opening 34a. It bulges toward the inside of the outer cylinder 34.

When the outer cylinder 34 having the above structure is fitted to the intermediate cylinder 36 so as to surround the annular recess, an annular space is defined in the circumferential direction between the outer cylinder 34 and the intermediate cylinder 36, and the annular space is defined. The diaphragm 42 is disposed in the space in a swelled state. A tubular orifice component member 37 is fitted inside the intermediate tubular body 36.

The orifice constituting member 37 has a minimum diameter cylindrical portion 3 formed to have a smaller diameter than the small diameter cylindrical portion 36c of the intermediate cylindrical body 36.
An upper annular portion 37b and a lower annular portion 37c are formed radially outward at upper and lower ends of the minimum diameter cylindrical portion 37a, and the minimum diameter cylindrical portion 37a, the upper and lower annular portions 37b are formed. , 37c and an intermediate space between the intermediate cylinder 36. In addition, the minimum diameter cylindrical portion 3
A second opening 37d is formed in a part of 7a. Here, the upper annular portion 37b is located below the support elastic body 32, but as shown on the right side of FIG.
upper annular portion 37b ₁ which is located below the resilient support member 32 in proximity to a is provided with a recess to form a thin wall thickness, a position away from the bulge in the peripheral portion 32d of the elastic support member 32 Facing each other.

The device case 43 has an upper end caulking portion 43a having a circular opening smaller than the outer diameter of the upper end cylindrical portion 36a at the upper end thereof, and a case body continuous with the upper end caulking portion 43a. Is a cylindrical shape (the lower end opening is indicated by a broken line in FIG. 3) having the same inner diameter as the outer diameter of the outer cylinder 34 and is continuous to the lower end opening. By caulking the lower end opening portion inward in the radial direction after the completion of assembling, the caulked portion shown by the solid line in FIG. 3 is formed.

The support elastic body 32, the intermediate cylinder 36,
The outer cylinder 34 in which the orifice constituting member 37 and the diaphragm 42 are integrated is fitted into the inside of the apparatus case 43 from the lower end opening thereof, and the outer cylinder 34 is attached to the lower surface of the upper end caulking part 43a.
When the upper ends of the intermediate cylinders 36 are brought into contact with each other, they are arranged at the upper part in the device case 43. At this time, an air chamber 42c is defined in a portion surrounded by the inner peripheral surface of the device case 43 and the diaphragm 42, and an air hole 43a is formed at a position facing the air chamber 42c. 43
The air chamber 42c communicates with the atmosphere via a.

A cylindrical spacer 70 is fitted in a lower portion of the device case 43, and a movable member 78 is disposed in an upper portion of the spacer 70, and an electromagnetic actuator 52 is disposed in a lower portion of the spacer 70. Have been. The spacer 70 includes a cylindrical upper cylindrical body 70a,
It is composed of a cylindrical lower cylinder 70b and a substantially cylindrical diaphragm 70c made of a rubber thin film elastic body that is vulcanized and bonded between upper and lower ends of these cylinders.

The electromagnetic actuator 52 has an external cylindrical yoke 52a, an annular exciting coil 52b disposed on the upper end side of the yoke 52a, and a magnetic pole fixed vertically to the center of the upper surface of the yoke 52a. Permanent magnet 52c
It is composed of The yoke 52a has an annular first yoke member 53a and a permanent magnet 5 in a central cylindrical portion.
2c is fixed to the second yoke member 53b.

The upper and lower cylinders 70a, 70b
The intervening diaphragm 70c bulges toward a concave portion 52d formed on the outer periphery of the yoke 52a. In addition, a load sensor 64 is interposed between the lower surface of the yoke 52a and the lid member 62 having the vehicle body side connection bolts 60 in order to detect residual vibration required for vibration reduction control. As the load sensor 64, a piezoelectric element, a magnetostrictive element, a strain gauge, or the like can be applied. As shown in FIG. 1, the detection result of this sensor is supplied to the controller 25 as a residual vibration signal e. I have.

On the other hand, above the electromagnetic actuator 52, a seal ring 72 for fixing a seal member, a support ring 74 for supporting the outer peripheral portion of a leaf spring 82 described later from below at a free end, and a permanent Magnet 52c
And a gap holding ring 76 for setting a gap H between the movable members 78. The outer diameters of the seal ring 72, the support ring 74, and the gap holding ring 76 are set to the same dimensions as the inner diameter of the upper cylinder 70a of the spacer 70 described above, and the upper cylinder projecting upward from the yoke 52a. A seal ring 72 in the body 70a;
All of the support ring 74 and the gap retaining ring 76 are fitted inside. A movable member 78 is arranged inside the seal ring 72, the support ring 74, and the gap holding ring 76 so as to be vertically displaceable.

The movable member 78 is a member composed of a partition wall forming member 78A having a disk shape in appearance and a magnetic path forming member 78B formed in a disk shape larger in diameter than the partition wall forming member 78A. A bolt hole 80a is formed in the axial center of the partition wall forming member 78A located farther from the electromagnetic actuator 52, and a magnetic path forming member 78B close to the electromagnetic actuator 52 is formed.
The partition wall forming member 78A and the magnetic path forming member 78B are integrally connected by screwing a movable member bolt 80 that passes through the bolt hole 80a into the bolt hole 80a.

The partition wall forming member 78A and the magnetic path forming member 78
A ring-shaped continuous constriction 79 is defined between B, and a plate spring 82 for elastically supporting the movable member 78 is accommodated in the constriction 79. That is, the leaf spring 82 is a disk-shaped member having a hole formed in the center, and the free end of the inner periphery of the leaf spring 82 is supported from below the rear center of the partition wall forming member 78A. 82 is supported at its free end from below by a spring support portion 74a of a support ring 74, whereby the movable member 78 is
3 is elastically supported via a leaf spring 82.

The partition wall forming member 78A is formed by reducing the thickness of the partition wall section 80c facing the fluid chamber 84,
A member formed with an annular rib 80b protruding upward from the outer periphery of the member. A fluid chamber 84 is formed by the upper surface of the partition wall forming member 78A, the lower surface of the support elastic body 32, and the inner peripheral surface of the orifice constituting member 37, and the fluid is sealed in the fluid chamber 84.

Further, in order to prevent leakage of fluid from the fluid chamber 84 to the constricted portion 79 containing the leaf spring 82,
A ring-shaped seal member 86 made of a rubber-like elastic body is fixed between the outer periphery of the partition wall forming member 78A and the inner periphery of the seal ring 72. The elastic deformation of the seal member 86 causes the seal ring 72, The relative displacement of the movable member 78 in the vertical direction with respect to the device case 43 is allowed.

Next, the vibration input damping action of the active engine mount 20 of the present embodiment will be briefly described. In the active engine mount 20 of the present embodiment, the hollow portion 32a of the support elastic body 32 communicates with the axial center space of the orifice member 37, and the axial center space of the orifice member 37 and the orifice member 37 and the intermediate cylindrical body. 36, the annular space communicates through a second opening 37d, and the annular space and the space in which the diaphragm 42 bulges communicate through an opening formed in the intermediate cylinder 36. From the hollow portion 32a of the supporting elastic body 32,
A fluid such as oil is sealed in the communication path up to the space where the bulges.

If the communication passage from the hollow portion 32a of the support elastic body 32 to the annular space between the orifice constituting member 37 and the intermediate cylinder 36 is the main fluid chamber 84, the intermediate cylinder 3
A fluid resonance system is formed in which the vicinity of the opening formed in 6 is an orifice, and the region surrounded by the diaphragm 42 facing the opening is a sub-fluid chamber. The characteristics of this fluid resonance system, that is, the mass of the fluid in the orifice,
The characteristic determined by the expansion direction spring of the support elastic body 32 and the expansion direction spring of the diaphragm 42 is that when the engine vibration is generated while the vehicle is stopped, that is, when the engine mount 20 is at 20 to 30 Hz.
A and 20B are adjusted so as to exhibit a high dynamic spring constant and a high damping force when vibrated.

On the other hand, the exciting coil 52b of the electromagnetic actuator 52 generates a predetermined electromagnetic force according to a drive signal y composed of a current signal supplied from the controller 25 through, for example, a harness. The controller 25 includes a microcomputer, necessary interface circuits, A / D converter, D / A converter, amplifier, ROM,
The engine 17 includes a storage medium such as a RAM.
A drive signal y for the active engine mount 20 is generated and converted into a current signal to be output so that an active support force capable of reducing vibration generated in the active engine mount 20 is generated. I have.

As described above, the load sensor 64 is built in the active engine mount 20 and
8 is detected in the form of a load and output as a residual vibration signal e, and the residual vibration signal e is used as a signal representing the vibration after the interference by the controller 2 through, for example, a harness.
5. Furthermore, the position of the vehicle, an engine rotational speed sensor 26 for detecting the rotational speed of the engine 17 is provided, the engine rotational speed N _E detected by the engine speed sensor 26 is input to the controller 25.

Here, for example, in the case of a reciprocating four-cylinder engine, the engine vibration of a secondary component of engine rotation is generated by
The main cause is that the drive signal y is transmitted to the engine 8, and if the drive signal y is generated and output in synchronization with the secondary component of the engine rotation, the vibration on the vehicle body side can be reduced. Therefore,
In the present embodiment, an impulse signal is generated in synchronization with the rotation of the crankshaft of the engine 17 (for example, in the case of a reciprocating four-cylinder engine, one impulse signal is generated every time the crankshaft rotates 180 degrees) and output as the reference signal x. The reference signal x is supplied to the controller 25.

Then, based on the supplied residual vibration signal e and reference signal x, the controller 25 uses a synchronous Filtered-X LMS which is one of adaptive algorithms.
By executing the algorithm, a drive signal y for the active engine mount 20 is calculated, and the drive signal y is output to the active engine mount 20.

More specifically, the controller 25 has an adaptive digital filter W having a variable filter coefficient W _i (i = 0, 1, 2,..., I-1: I is the number of taps).
The filter coefficient W _i of the adaptive digital filter W is sequentially output as the drive signal y at a predetermined sampling clock interval from the time when the latest reference signal x is input, while the reference signal x and the residual vibration signal e are output. A process for appropriately updating the filter coefficient W _i of the adaptive digital filter W based on this is executed.

However, in this embodiment, the synchronous Fi
The following equation (1) is used as an evaluation function in the iterated-X LMS algorithm. Jm = {e (n)} ² + β {y (n)} ² (1) That is, in the LMS algorithm, the evaluation function Jm
Since the filter coefficient W _i is updated in a direction in which is smaller, the filter coefficient W _i becomes smaller as the square value of the residual vibration signal e becomes smaller, as is clear from the content of the right side of the above equation (1). , The value obtained by multiplying the square value of the drive signal y by β becomes smaller. Β is a coefficient called a divergence suppression coefficient. As the divergence suppression coefficient β increases, the drive signal y tends to decrease. That is, the divergence suppression coefficient β has an effect of suppressing the divergence of the control.

When the convergence coefficient is α and an updating equation for the filter coefficient W _i is obtained based on the evaluation function Jm expressed by the above equation (1), the following equation (2) is obtained. _{W i (n + 1) =} W i (n) + 2αR T e (n) -2βαy (n) ...... (2) Therefore, this (2) a new convergence factor to "2α" in the formula α
And then, if the a new divergence suppression factor β "2βα" update equation of the filter coefficients W _i of the adaptive digital filter W is as the following equation (3).

[0048] _{W i (n + 1) =} W i (n) + αR T e (n) -βy (n) ...... (3) here, (n), terms that stick is (n + 1), the sampling time n, n + 1 ,, And.
The update reference signal R ^T is theoretically the reference signal x
Is a value obtained by performing a filtering process using a transfer function filter C ＾ that models a transfer function C between the electromagnetic actuator 52 and the load sensor 64 of the active engine mount 20. The magnitude of the reference signal x is “1”. Therefore, when the impulse responses of the transfer function filter C # are successively generated in synchronization with the reference signal x, the impulse responses coincide with the sum of the impulse response waveforms at the sampling time n.

Theoretically, the reference signal x is filtered by the adaptive digital filter W to generate the drive signal y. However, since the magnitude of the reference signal x is "1", the filter coefficient W _{Even if i} is sequentially output as the drive signal y, the result is the same as when the result of the filter processing is set as the drive signal y.

[0050] Then, the controller 25 while performing the vibration reduction processing comprising a process of updating the filter coefficient W _i of the output processing and the adaptive digital filter W of the drive signal y as described above, to suppress the divergence of the control Is executed. The divergence suppression processing, in the present embodiment sets a divergence suppression coefficient beta _mk corresponding to the engine speed N _E above (3) as a divergent suppression factor beta used in the formula, the filter coefficient of the adaptive digital filter W The absolute value of W _i is obtained, and when the determination value calculated based on the absolute value exceeds a predetermined threshold value, it is determined that divergence has occurred, and when it is determined that divergence has occurred, It is adapted to update the direction of increasing the divergence suppression factor beta _mk corresponding to the engine speed N _E. Specifically, the divergence suppression factor beta _mk is shaped m (m = 1, 2 subject to each band of the preset engine speed N _E, ...
, M) and a plurality of K corresponding to the subscript k (k = 1, 2,..., K), and the subscript k is large. The divergence suppression coefficient β _mk increases one step at a time. Therefore, when divergence is detected, the suffix k is incremented (k = k + 1; however, when k = K, the suffix is not incremented), and the divergence suppression coefficient β _mk
Is updated to a value larger by one step.

Next, the operation of the embodiment of the present invention will be described. That is, as a result of adjusting the resonance frequency of the fluid resonance system in the active engine mount 20 to 20 Hz,
Since a certain amount of damping force is generated in the active engine mount 20 even when the engine shake, which is a vibration of 15 Hz, occurs, the engine shake generated on the engine 17 side is attenuated to some extent by the active engine mount 20 and other components not shown. The engine shake is also attenuated by the fluid-filled engine mount or the like, so that the vibration level on the vehicle body 18 side is reduced. It is not necessary to positively displace the magnetic path forming member 78B for the engine shake.

On the other hand, when a vibration having a frequency equal to or higher than the idle vibration frequency is input, the controller 25 executes a predetermined calculation process, outputs a drive signal y to the electromagnetic actuator 52, and outputs the drive signal y to the active engine mount 20. Generate an active support force that can reduce vibration.

This will be specifically described with reference to FIG. 4 which is a flowchart showing the outline of the processing executed in the controller 25 when the idle vibration and the muffled sound vibration are input. First, after a predetermined initial setting is performed in step 101, the process proceeds to step 102, in which a transfer function filter C set in advance according to the vibration transfer characteristic between the active engine mount 20 and the load sensor 64 is set. Based on ＾, an updating reference signal ^RT is calculated. In this step 102, the update reference signal ^RT for one cycle is calculated collectively.

[0054] Then, the process proceeds to step 103, counter i is after being zero cleared, the process proceeds to step 104, i th filter coefficient W _i of the adaptive digital filter W is outputted as the drive signal y.

Next, the routine proceeds to step 105, where the residual vibration signal e is read. Then, the process proceeds to step 106, where the counter j is cleared to zero.
07, the j-th filter coefficient W _{j of} the adaptive digital filter W is updated according to the above equation (3).

When the updating process in step 107 is completed, the process proceeds to step 108, where it is determined whether or not the next reference signal x has been input. If it is determined that the reference signal x has not been input, Moves to step 109 in order to update the next filter coefficient of the adaptive digital filter W or output the drive signal y.

In step 109, it is determined whether or not the counter j has reached the number of outputs T _y (more precisely, since the counter j starts from 0, a value obtained by subtracting 1 from the number of outputs T _y ). This determination, the filter coefficient W _i of the adaptive digital filter W in step 104, after outputting the drive signal y, the filter coefficient W _i of the adaptive digital filter W, whether to update the necessary number as the drive signal y Is to judge. Therefore, if the determination in step 109 is “NO”, step 11
After incrementing the counter j by 0, step 1
Returning to step 07, the above processing is repeatedly executed.

However, the determination in step 109 is "YE
In the case of "S", it can be determined that the update processing of the necessary number of filter coefficients as the drive signal y among the filter coefficients of the adaptive digital filter W has been completed.
After shifting to 1 and incrementing the counter i, it waits for a predetermined time. This predetermined time is determined in step 104 above.
Is performed until the time corresponding to the predetermined sampling clock interval elapses from the execution of the processing of FIG. Then, when the time corresponding to the sampling clock has elapsed, the process returns to step 104 to repeatedly execute the above-described processing.

On the other hand, if it is determined in step 108 that the reference signal x has been input, the process proceeds to step 112, and the counter i (exactly, since the counter i starts from 0, 1 is added to the counter i). _Is stored as the latest output count Ty, and the process returns to step 102 to repeatedly execute the above-described processing.

As a result of repeatedly executing the processing of FIG. 4, the active engine mount 2
The drive signal y corresponding to the filter coefficient W _i of the adaptive digital filter W is sequentially supplied to the zero electromagnetic actuator 52 at the sampling clock interval from the time when the reference signal x is input.

As a result, the drive signal y is supplied to the exciting coil 52b.
Is generated, but the magnetic path forming member 78B includes:
Since a constant magnetic force has already been applied by the permanent magnet 52c, the magnetic force of the exciting coil 52b is
It can be considered that this acts to increase or decrease the magnetic force of 2c. As described above, when the magnetic force of the permanent magnet 52c is increased or decreased, the movable member 78 is displaced in both the forward and reverse directions. When the movable member 78 is displaced, the volume of the main fluid chamber 84 is changed, and the volume of the main fluid chamber 84 is changed. Since the expansion spring of the elastic body 32 is deformed, active support forces in both forward and reverse directions are generated in the active engine mount 20.

Then, each filter coefficient W _i of the adaptive digital filter W serving as the drive signal y is determined by a synchronous filter
Since the sequentially updated by according to the red-X LMS algorithm described above (1), after the convergence to the optimal values each filter coefficient W _i of the adaptive digital filter W has passed a certain time, the drive signal y is By being supplied to the active engine mount 20, the vehicle body 18 is supplied from the engine 17 via the active engine mount 20.
The idle vibration and the muffled sound vibration transmitted to the side are reduced.

On the other hand, in the controller 25, as shown in FIG.
The specified interrupt timing is
Then, the divergence suppression process shown in FIG. 5 is executed. Sand
In other words, the process shown in FIG.
Then, first, at step 121, the engine
Engine speed N from the speed sensor 26 _EAnd load
Next, at step 122, the engine speed N_ECompatible with
Divergence suppression coefficient β_mkFrom the control map shown in FIG.
And this is defined as the divergence suppression coefficient β in the equation (3).
Update settings. The control map of FIG. 6 is set in advance.
Engine speed N_ERotation speed range N_E(M) and this
Corresponding divergence suppression coefficient β_mkIt shows the correspondence with.
Then, based on the control map of FIG._ETo
Corresponding divergence suppression coefficient β_mkIs specified, step 123
And the filter coefficient W of the adaptive digital filter W
_iIs determined based on the absolute value of_HCalculate
I do. This judgment value W_HIs, for example, the filter coefficient W_iExcellence
It may be the maximum of the paired values, or its fill
Coefficient W_iMay be the sum of a predetermined number of absolute values of.

Next, the routine proceeds to step 124, where it is determined whether or not the determination value _WH is larger than a predetermined threshold value _Wth . This threshold value W _th is a threshold value for determining whether or not the determination value W _H is excessive. When the determination in step 124 is “NO”, the determination value W _H
Is not excessively large, and therefore, it can be determined that the filter coefficient W _i, which is the basis of the calculation, falls within a normal range that can be taken during execution of appropriate vibration reduction control. Therefore, it is determined that no divergence tendency is found in the control, and the divergence suppression process of this time is ended as it is.

However, the determination in step 124 is "YE
In the case of S ", the determination value W _H is excessively large, the filter coefficient W _i is the calculation basis can be determined that in a suitable vibration reduction control execution has led to a large value that can not be taken. Therefore, it is determined that the vibration reduction control has a tendency to diverge. Then, the process proceeds to step 125, and ends the divergence detection process is incremented subscript k diverging suppression factor beta _mk corresponding to the specified engine rotational speed N _E at step 122. If the subscript k is already the maximum value K when the process proceeds to step 125, the divergence suppression process ends without incrementing k.

In this divergence suppression processing, step 12
5 is executed, the divergence suppression coefficient β _mkIs increasing (diverging
(The suppression direction), the third value on the right side of the above equation (3)
The term is the divergence suppression coefficient β_mkIs larger than before the update
You. Then, the filter coefficient W _iIs used when the update operation is performed.
Divergence of control because the tendency to approach the origin (= 0) becomes stronger
Filter coefficient W that tends to increase_iIs small
As a result, the drive signal y becomes smaller and the active energy
Control vibration generated in the engine mount 20 is reduced.

Since the divergence suppression coefficient β _mk is updated in the increasing direction in the divergence suppression process as long as the determination in step 124 is “YES” and this state continues, the divergence is effectively suppressed. , The divergence suppression coefficient β _mk will increase.

For example, if the engine speed N _E belongs to N _E (1) in the control map of FIG. 6, the divergence suppression coefficient β _1k is set as the divergence suppression coefficient β, and step 1
If divergence has not occurred after execution of step 24, equation (3) is executed based on the current divergence suppression coefficient β _1k . On the other hand, if divergence occurs in step 124, the divergence suppression coefficient β _1k is updated in the increasing direction (divergence suppression direction), and converges to a value at which divergence is effectively suppressed.

From this state, the engine speed N_EChanges
In the control map of FIG._EBelongs to (2)
When it comes up, the divergence is suppressed by the process of step 122 in FIG.
Coefficient β _2kIs identified and this is the divergence restraint in equation (3).
Is set as the number β.

If the divergence has occurred, the divergence suppression
Number β_2kSubscript k is incremented and divergence suppression direction
Will be updated to Therefore, if divergence occurs, the current
Current engine speed N_EDivergence suppression coefficient β corresponding to_mkof
Is updated in the direction of divergence suppression.
Coefficient β _mkOf the other engine speed N_EVibration at
It does not affect the reduction control. Therefore, other engines
Gin rotation speed N_E, The divergence suppression coefficient β is
It is not set to a high value of the divergence suppression tendency.
As shown, the engine speed N_EPrecise divergence control personnel for each
Since the number β is set, a sufficient vibration reduction effect is exhibited.
Can improve the control performance of vibration reduction control
Can be.

Here, in the first embodiment, the processing of step 121 in FIG. 5 corresponds to the state variable detecting means, and the processing of steps 122 to 125 corresponds to the divergence suppressing means. Next, a second embodiment of the present invention will be described. The second embodiment is the same as the first embodiment except that the divergence suppressing process is different, so that detailed description of the same portions will be omitted.

FIG. 8 is a flowchart showing the procedure of the divergence suppression process according to the second embodiment. This divergence suppression process is also executed at a predetermined interrupt timing during the execution of the vibration reduction process.

[0073] That is, first, as in the first embodiment, reads the engine rotational speed N _E of the engine rotational speed sensor 26 in step 201, step 202
In, specified from the control map indicating a divergence suppression factor beta _mk corresponding to the engine speed N _E in FIG. 6, which, the (3)
It is updated and set as the divergence suppression coefficient β in the equation. Next, in step 203, the judgment value W _H is calculated, and in step 2
At 04, it is determined whether or not the determination value _WH is greater than a predetermined threshold value _Wth . If the determination in step 204 is "NO", it is determined that no divergence tendency is recognized in the control, and the divergence suppression process of this time is ended as it is. On the other hand, if the determination in step 204 is “YES”, it is determined that the vibration reduction control has a tendency to diverge, and the process proceeds to step 205.

In step 205, step 202
The suffix k of the divergence suppression coefficient β _mk corresponding to the engine rotational speed N _E specified in step is incremented. If the subscript k has already reached the maximum value K when the process proceeds to step 205, k is not incremented.

[0075] Then, the process proceeds to step 206, diverging suppression factor β _{(m + 1)} adjacent to the diverging suppression factor beta _mk diverging suppression factor beta _mk Toko corresponding to the specified engine rotational speed N _E at step 202 _k and The difference between these values is a predetermined value Δβ
It is determined whether it is greater than. The predetermined value Δβ is a value set in advance by experiments or the like.When the divergence suppression coefficient is changed from β _mk to β _{(m + 1) k} , the vibration reduction control is performed without giving the occupant an uncomfortable feeling. A value that can be done.

When the difference is larger than the predetermined value Δβ, it is determined that the difference between the divergence suppression coefficient β _mk and the divergence suppression coefficient between β _{(m +1) k} is too large, and the routine proceeds to step 207, where the divergence is determined. After incrementing the subscript _k of the suppression coefficient β _{(m + 1) k} , the process proceeds to step S208. On the other hand, when the difference between the divergence suppression coefficient β _mk and β _{(m + 1) k} is not larger than Δβ in step 206, the process directly proceeds to step 208.

In step 208, the divergence
Suppression factor β_mkAnd this divergence suppression coefficient β _mkDivergence control adjacent to
Coefficient β_{(m-1) k}Is greater than the predetermined value Δβ
Is determined, the divergence suppression coefficient β_mkAnd β_{(m-1) k}Is different from Δ
If the value is not larger than β, the divergence suppression process is terminated.
Complete. On the other hand, the divergence suppression coefficient β_mkAnd β_{(m-1) k}Is different from Δ
When it is larger than β, the flow shifts to step 209 to diverge
Suppression factor β_{(m-1) k}Increments the suffix k of and diverges
The suppression processing ends.

Therefore, in the second embodiment,
As shown in FIG. 9, the divergence of the divergence suppression coefficients β _{(m-1) k} , β _mk , and β _{(m + 1) k} corresponding to the adjacent engine speed ranges becomes smaller than a predetermined value Δβ. The suppression coefficient will be updated. Therefore, the same operation and effect as those of the first embodiment can be obtained, and in the second embodiment, the divergence suppression coefficients β _{(m-1) k} , β corresponding to the adjacent engine speed ranges. _mk, β _{(m +1)} difference _k is less than the predetermined value [Delta] [beta], that is, because it is no difference of causing discomfort to the occupant even if the beta is changed in the vibration reduction control process, the engine speed N _E is engine Even if the divergence suppression coefficient β is changed by changing over the rotation speed range, the occupant does not feel uncomfortable.

Here, in the second embodiment, the processing of step 201 in FIG. 8 corresponds to the state variable detecting means, and the processing of steps 202 to 209 corresponds to the divergence suppressing means. In the above embodiments is not intended is described limited thereto case of dividing the rotational speed range of the engine speed N _E to M, may be divided M or more, the addition, for example, The engine rotation speed N is reduced by reducing the division width in the low rotation speed range and increasing the division width in the high rotation speed range.
_The setting may be made in accordance with the correspondence between _E and the vibration generated accordingly.

[0080] In the above embodiments has been described with the case of setting the divergence reduction coefficient β of the engine rotational speed N _E as a parameter, not limited to this, for example, active engine mount 20 may be provided with a temperature sensor, and the divergence suppression coefficient β may be set for each temperature band based on the detection value of the temperature sensor. Alternatively, the divergence suppression coefficient β may be set for each engine load band based on the engine load. You may make it set. Also,
For example, the divergence suppression coefficient β may be set by combining a plurality of parameters such as the engine speed _NE and the temperature.

In each of the above embodiments, the case where the active vibration control device of the present invention is applied to an active vibration control device for a vehicle that reduces the vibration transmitted from the engine 17 to the vehicle body 18 has been described. However, the subject of the present invention is not limited to this, and the present invention can be applied to an active vibration control device for reducing vibration generated in a part other than the engine 17.

Further, for example, the engine 17 as a noise source
Noise control to reduce noise transmitted from vehicle to vehicle interior
The active noise control device may be a device.
In some cases, the loudspeaker is used to generate a control sound in the cabin.
And a microphone that detects residual noise in the cabin
Provided by the same arithmetic processing as in the above embodiments.
Drive the loudspeaker according to the drive signal y
With the output of the microphone as the residual noise signal e
Each filter coefficient W of the adaptive digital filter W _iUpdate
If it is used for processing and executes the divergence suppression processing as described above,
The same operation and effect as those of the above embodiments can be obtained.
You.

The application of the present invention is not limited to a vehicle, but includes an active vibration control device, an active noise control device, and the like for reducing periodic vibration and noise generated by components other than the engine 17. Aperiodic vibration and noise (random /
The present invention can be applied to an active vibration control device and an active noise control device for reducing noise), and the same operation and effects as those of the above embodiments can be obtained regardless of the application target. For example, the present invention is applicable to a device for reducing vibration transmitted from a machine tool to a floor or a room.

Further, in each of the above embodiments, the algorithm for generating the drive signal y is a synchronous filter.
Although the dX LMS algorithm is applied, the applicable algorithm is not limited to this, and may be, for example, an ordinary Filtered-X LMS algorithm.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of the present invention.

FIG. 2 is a plan view showing an example of an active engine mount.

FIG. 3 is a cross-sectional view taken along line AA and BB in FIG. 2;

FIG. 4 is a flowchart illustrating an outline of a vibration reduction process.

FIG. 5 is a flowchart illustrating an example of a divergence suppression process according to the first embodiment.

FIG. 6 shows an engine speed range N _E (m) and a divergence suppression coefficient β.
It is a control map showing correspondence with _mk .

FIG. 7 is an explanatory diagram for explaining the operation of the first embodiment;

FIG. 8 is a flowchart illustrating an example of a divergence suppression process according to the second embodiment.

FIG. 9 is an explanatory diagram for explaining an operation of the second embodiment;

[Explanation of symbols]

 17 Engine 18 Body 19 Pulse signal generator 20 Active engine mount 25 Controller 26 Engine speed sensor 52 Electromagnetic actuator 64 Load sensor 82 Leaf spring

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) G10K 11/178 G10K 11/16 H 11/16 J (72) Inventor Shigeki Sato Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa No. 2 Nissan Motor Co., Ltd. (72) Hiroshi Kawazoe Inventor Hiroshi Kanagawa, Kanagawa-ku, Takara-cho, No. 2 Nissan Motor Co., Ltd. F-term (reference) 3D035 BA01 CA05 CA35 3J048 AA04 AB15 AC07 AC08 AD07 BF02 CB21 EA01 5D061 FF02 GG10 5H004 GA15 GA16 GB12 HA12 HA20 HB01 HB08 HB09 HB11 HB15 KA32 KC12 KC32 KC55 KC56 MA11

Claims (5)

[Claims] 1. A noise or vibration reduction control is performed using an adaptive digital filter whose filter coefficient is updated according to an adaptive algorithm, and the filter coefficient update formula is obtained by calculating a divergence suppression coefficient having a divergence suppression effect of control. An active noise and vibration control device including: a state variable detecting means for detecting a predetermined state variable; and a divergence suppression coefficient corresponding to the state variable detected by the state variable detecting means when divergence of the control is detected. And a divergence suppressing unit that changes the direction of the noise in the divergence suppressing direction. 2. The active noise and vibration control apparatus according to claim 1, wherein said state variable detecting means detects an environmental temperature of a sound or vibration transmission system as said state variable. 3. The active noise and vibration control apparatus according to claim 1, wherein said state variable detection means is applied to a vehicle, and wherein said state variable detection means detects an engine speed as said state variable. 4. The active noise and vibration control apparatus according to claim 1, wherein the state variable detection means is applied to a vehicle, and the state variable detection means detects an engine load as the state variable. 5. The divergence suppression unit according to claim 1, wherein the divergence suppression unit changes the divergence suppression coefficient such that a difference between divergence suppression coefficients corresponding to the adjacent state variables is within a predetermined range. Item 5. The active noise and vibration control device according to any one of Items 1 to 4.