JP2019100395A - Vibration prevention device and vibration prevention method - Google Patents

Abstract

To provide a vibration prevention device and a vibration prevention method capable of improving vibration reduction performance.SOLUTION: A computer 204 of a vibration prevention device 200 includes: a command value calculation part 260 for calculating an operation instruction value of an actuator 210 from rotation information of a driving source 12; and a contact determination part 308 for determining the presence/absence of contact between a stopper 226 and a holder part 224. The command value calculation part 260 corrects an operation command value or the rotation information in accordance with the presence/absence of the contact determined by the contact determination part 308.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an anti-vibration apparatus and an anti-vibration method which actively suppress vibration transmission from a drive source to a vehicle body.

  There is known an anti-vibration device which actively suppresses vibration transmission from a drive source such as an engine to a vehicle body (for example, Patent Document 1). Patent Document 1 aims to provide a control device for a vehicle capable of acquiring the rotational position of a crankshaft with high accuracy ([0007], abstract), and discloses a configuration therefor (abstract, etc.).

  The anti-vibration device of Patent Document 1 has an active control mount (ACM) 16f, 16r ([0027], FIG. 1). The ACMs 16f, 16r have stopper members 42 (FIG. 2, [0040]). In the stopper member 42, a stopper rubber 54 which can be in contact with the engine mounting portion 52 is formed to face the engine mounting portion 52 (FIG. 2, [0040]).

JP 2014-137003 A

  As described above, Patent Document 1 discloses the stopper member 42 formed so that the stopper rubber 54 which can be in contact with the engine mounting portion 52 is opposed to the engine mounting portion 52 (FIG. 2, [0040] ). However, in Patent Document 1, the control according to whether or not the stopper rubber 54 abuts on the engine mounting portion 52 is not examined. In other words, Patent Document 1 does not discuss control according to whether or not the movable portion (engine attachment portion 52 or the like) in the ACM (active mount) abuts on the fixed portion (stopper rubber 54 or the like).

  Therefore, in patent document 1, when a movable part contact | abuts to a fixing part, it can not respond to the change of the vibration transmission characteristic from a drive source to a vehicle body. Therefore, in Patent Document 1, there is room for improvement in reducing the vibration of the vibration control device.

  The present invention has been made in consideration of the problems as described above, and an object thereof is to provide an anti-vibration device and an anti-vibration method capable of improving the vibration reduction performance.

The vibration control device according to the present invention is
An active mount disposed on the vehicle body to support the drive source and actively suppressing transmission of vibration from the drive source to the vehicle body by advancing and retracting an actuator;
And a computer for controlling the actuator.
The active mount is
An elastic member that is displaced by advancing and retracting the actuator to suppress transmission of the vibration from the drive source;
A holder portion for holding the elastic member;
The elastic member includes a stopper facing the holder portion.
The computer is
A command value calculation unit that calculates an operation command value of the actuator from rotation information of the drive source;
And a contact determination unit that determines the presence or absence of contact between the stopper and the holder.
The command value calculation unit may correct the operation command value or the rotation information according to the presence or absence of the contact determined by the contact determination unit.

  According to the present invention, the operation command value or the rotation information is corrected in accordance with the presence or absence of contact between the stopper (movable portion) and the holder portion (fixed portion). For this reason, it is possible to improve the vibration reduction performance by displacing the active mount based on the change in the vibration transfer characteristic due to the contact. Alternatively, when it is not possible to cope with the change in the vibration transfer characteristic due to the contact, the possibility of deteriorating the vibration reduction performance can be reduced by stopping the active mount or reducing the output.

  The computer may further include a map defining the relationship between the rotation information of the drive source and the operation command value of the actuator. Further, the command value calculation unit may specify the operation command value corresponding to the rotation information using the map. Furthermore, the map includes a first map defining vibration transfer characteristics in a state where there is no contact between the stopper and the holder portion, and a second map defining the vibration transfer characteristics in a state where the contact is present. And may be included. Furthermore, the command value calculation unit switches the operation command value or the rotation information by switching between the first map and the second map according to the presence or absence of the contact determined by the contact determination unit. May be corrected.

  Thereby, it is possible to cope with the change of the vibration transmission characteristic due to the presence or absence of the contact only by switching the first map and the second map according to the presence or absence of the contact between the stopper (movable part) and the holder part (fixed part). Vibration suppression control can be performed.

  The computer may include a vibration estimation unit that estimates the vibration in a state where there is no contact between the stopper and the holder based on the rotation information or the operation command value. Further, the anti-vibration device may include an acceleration sensor that detects the vibration from the drive source to the vehicle body. Furthermore, the contact determination unit determines presence or absence of contact between the stopper and the holder based on a difference between the estimated vibration estimated by the vibration estimation unit and the detected vibration detected by the acceleration sensor. May be

  As a result, the presence or absence of contact between the stopper and the holder portion can be determined by comparing the estimated value (estimated vibration) and the detected value (detected vibration). Therefore, the presence or absence of contact between the stopper and the holder can be detected easily or with high accuracy.

  The contact determination unit may determine that the stopper and the holder portion are in contact with each other when the difference between the estimated vibration and the detected vibration exceeds a vibration threshold. This makes it possible to compare the estimated vibration and the detected vibration with high accuracy.

  The command value calculation unit may correct the operation command value or the rotation information when the duration of the state in which the contact determination unit determines that the contact is present exceeds a time threshold. In the case of vibration in which switching of the presence or absence of contact frequently occurs, there is a risk that the vibration reduction performance may be degraded by correcting the operation command value or the rotation information. In such a case, it is possible to suppress the deterioration of the vibration reduction performance by not performing the correction of the operation command value or the rotation information. Also, switching between the first map and the second map increases the memory load. Therefore, when switching of the presence or absence of contact frequently occurs, it is possible to suppress an increase in memory load by not performing correction of the operation command value or the rotation information.

  The acceleration sensor may be disposed at a first point closer to the seat than the active mount. The command value calculation unit may calculate the operation command value with a second point closer to the seat than the active mount as a vibration evaluation target point. Furthermore, the vibration estimation unit may estimate the estimated vibration using the second point as the vibration evaluation target point.

  Thus, for example, the active mount can be displaced with respect to a second point closer to the seat than the active mount. Therefore, it is possible to suppress the transmission of vibration in a form closer to the occupant's sense, as compared with the case where the point near the active mount is compared as a reference. Also, when displacing the active mount with respect to the second point as described above, it is possible to divert the characteristic of the operation command value to the estimation of the estimated vibration by using the same estimated second vibration as a reference. Become. At that time, similarly to the second point, by comparing the detected vibration detected based on the first point closer to the sheet than the active mount with the estimated vibration, the stopper (movable portion) and the holder portion (fixed portion) It is possible to detect the contact of the object with high accuracy.

  The stopper may extend in a direction inclined with respect to a direction in which the active mount is displaced by the actuator (for example, a direction perpendicular to a direction of displacement of the active mount by the actuator). Thus, for example, even when the movable portion of the active mount abuts on the fixed portion as the drive source is displaced due to acceleration or deceleration of the vehicle, the movable portion can be protected. In addition, it becomes possible to correct the operation command value or the rotation information according to the contact between the stopper and the holder portion when the stopper is arranged at such a position.

  The anti-vibration device includes a plurality of passive mounts disposed on the vehicle body to support the drive source and passively suppressing transmission of vibration from the drive source to the vehicle body by deformation of a passive damping member. It is also good. Also, the active mount may be disposed to the left or right of the drive source. Furthermore, the passive mount may be disposed on the right or left side of the drive source and behind the drive source, whereby the drive source may be supported by the inertial main shaft. As a result, using one active mount and a plurality of passive mounts, it is possible to support the drive source with a simple configuration and to suppress vibration transmission from the drive source to the vehicle body.

The vibration isolation method according to the present invention is
An active mount disposed on the vehicle body to support the drive source and actively suppressing transmission of vibration from the drive source to the vehicle body by advancing and retracting an actuator;
And a computer for controlling the actuator.
The active mount is
An elastic member that is displaced by advancing and retracting the actuator to suppress transmission of the vibration from the drive source;
A holder portion for holding the elastic member;
One of the elastic member and the holder portion is provided with a stopper facing the other,
The computer is
A command value calculation step of calculating an operation command value of the actuator from rotation information of the drive source;
An abutment determination step of determining presence or absence of abutment between the stopper and the holder portion or the elastic member;
And a correction step of correcting the operation command value or the rotation information in accordance with the presence or absence of the contact determined in the contact determination step.

  According to the present invention, the operation command value or the rotation information is corrected according to the presence or absence of contact between the stopper and the holder portion or the elastic member. For this reason, it is possible to improve the vibration reduction performance by displacing the active mount based on the change in the vibration transfer characteristic due to the contact. Alternatively, when it is not possible to cope with the change in the vibration transfer characteristic due to the contact, the possibility of deteriorating the vibration reduction performance can be reduced by stopping the active mount or reducing the output.

  According to the present invention, it is possible to improve the vibration reduction performance.

BRIEF DESCRIPTION OF THE DRAWINGS It is a side view which shows schematic structure of the vehicle carrying the anti-vibration apparatus which concerns on one Embodiment of this invention. It is a top view which shows schematic structure of the said vehicle in the said embodiment. It is a block diagram which shows the control system in the said vehicle in the said embodiment. It is a figure which shows the internal structure of the engine mount (ACM) of the said embodiment. It is a block diagram which shows the ACM electronic control unit in the said embodiment, and its periphery. FIG. 6A is a view showing an example of the relationship between the engine rotational speed and the engine vibration on the engine side of the ACM, and FIG. 6B is a diagram showing an example of the relationship between the engine rotational speed and the engine vibration on the vehicle body side of the ACM FIG. It is a flowchart of the contact | abutting determination processing by the stopper contact | abutting determination part of the said embodiment.

A. One Embodiment <A-1. Overall configuration>
[A-1-1. Overview]
FIG. 1 is a side view showing a schematic configuration of a vehicle 10 equipped with an anti-vibration device 200 according to an embodiment of the present invention. FIG. 2 is a plan view showing a schematic configuration of the vehicle 10 in the present embodiment. FIG. 3 is a block diagram showing a control system in the vehicle 10 in the present embodiment. As shown in FIGS. 1 to 3, the vehicle 10 is a so-called engine vehicle having an engine 12 as a drive source (motor). As will be described later, the vehicle 10 may be a so-called hybrid vehicle having a traveling motor in addition to the engine 12. The vehicle 10 has an engine control system 100 (FIG. 3) related to control of the engine 12 and a battery 14 (FIG. 5) in addition to the vibration isolation device 200.

[A-1-2. Engine 12]
The engine 12 of the present embodiment is an in-line four-cylinder (L-type four-cylinder). The engine 12 may have a number of cylinders other than four (for example, six or eight). In addition, the cylinders may be arranged (for example, V-type) other than in-line (L-type).

  The engine 12 is supported by the vehicle body 16 (FIG. 1) via the engine mounts 202l, 202r and 202rr in a state where the rotation axis Ax (FIG. 2) is in the vehicle width direction. The engine 12 of the present embodiment is supported (or fixed) at three points of the engine mounts 202 l, 202 r, 202 rr. In addition, the engine 12 is supported by the engine mounts 202l, 202r and 202rr with inertia main axes.

[A-1-3. Engine control system 100]
As shown in FIG. 3, the engine control system 100 includes, as components related to the engine 12, a top dead center sensor 102 (hereinafter also referred to as “TDC sensor 102”), a crank sensor 104, and a fuel injection electronic control unit And 106 (hereinafter referred to as "FI ECU 106").

  The TDC sensor 102 detects that an engine piston (not shown) has come to the top dead center (top dead center timing), and outputs a signal indicating the top dead center timing (hereinafter referred to as "TDC pulse signal Stdc") to the FI ECU 106. Do. Crank sensor 104 detects the rotational position of a crankshaft (not shown) (hereinafter referred to as “crank rotational position θcrk”), and outputs a signal (crank pulse signal Scrk) indicating crank rotational position θcrk to FI ECU 106.

  The FI ECU 106 controls the engine 12 based on various input signals such as the crank pulse signal Scrk and the TDC pulse signal Stdc. For example, the FI ECU 106 calculates and uses the number of revolutions of the engine 12 per unit time (hereinafter referred to as “engine revolution speed Ne”) [rpm] based on the crank pulse signal Scrk. Like the ACM electronic control unit 204 of the vibration control device 200 described later, the FI ECU 106 has an input / output unit (not shown), a control unit, and a storage unit.

[A-1-4. Battery 14]
The battery 14 (power storage device) (FIG. 5) of the present embodiment is a so-called 12V battery, and supplies power to various auxiliary devices (including the vibration isolation device 200) that operate at a low voltage in the vehicle 10. In addition to or instead of the battery 14, another storage device can be used. As such a power storage device, for example, a battery (for example, a battery for traveling motor) or a capacitor having a voltage higher than 12 V can be used.

[A-1-5. Vibration isolator 200]
(A-1-5-1. Outline)
The vibration control device 200 suppresses vibration transmission from the engine 12 to the vehicle body 16. The vibration proofing apparatus 200 has engine mounts 202l, 202r, 202rr, and an ACM electronic control unit 204 (hereinafter referred to as "ACM ECU 204"). The engine mounts 202l and 202rr passively suppress vibration V from the engine 12 (hereinafter also referred to as "engine vibration V"). Hereinafter, the engine mounts 202l and 202rr are also referred to as passive engine mounts 202l and 202rr or passive mounts 202l and 202rr.

  Further, the engine mount 202r actively suppresses the engine vibration V. Hereinafter, the engine mount 202r is also referred to as an active engine mount 202r, an active mount 202r, a mount 202r, or an ACM 202r. "ACM" here means an active control mount that actively suppresses the engine vibration V.

(A-1-5-2. Passive engine mount 202l, 202rr)
As shown in FIG. 2, the passive engine mount 202 l is disposed on the left side of the engine 12 with respect to the vehicle 10, and the passive engine mount 202 rr is disposed on the rear side of the engine 12. The passive mounts 202l and 202rr are fixed to the engine 12 and the vehicle body 16 respectively by fixing means such as bolts.

  The passive mounts 202l, 202rr have passive damping elements (eg, rubber) not shown. Unlike the active mount 202r, the passive mounts 202l and 202rr do not have an actuator 210 (FIG. 4) and the like described later. Therefore, the vibration of the engine 12 is passively damped by the passive damping elements of the passive mounts 202 l and 202 rr and transmitted to the vehicle body 16.

(A-1-5-3. Active engine mount 202r)
As shown in FIG. 2, the active engine mount 202 r is disposed on the right side of the engine 12 with respect to the vehicle 10. As will be described later, the active mount 202r can be provided at another place. Active mount 202r actively suppresses engine vibration V (FIG. 1) by driving actuator 210 (FIG. 4).

  FIG. 4 is a diagram showing an internal configuration of the engine mount 202r of the present embodiment. As shown in FIG. 4, the active mount 202 r has an actuator 210, a vibrating plate 212 and a rubber plate 214.

  The actuator 210 generates a cancellation vibration that cancels the engine vibration V. As shown in FIG. 4, the actuator 210 has a drive shaft 216 and a coil 218. In other words, the actuator 210 can be configured by a solenoid. The drive shaft 216 advances and retracts according to the electromagnetic force accompanying the energization of the coil 218. The vibrating plate 212 advances and retracts in response to the advancement and retraction of the drive shaft 216 to energize the liquid enclosed in the active mount 202r. The vibrating plate 212 is fixed and the rubber plate 214 is displaced in accordance with the movement of the vibrating plate 212. As the liquid sealed in the active mount 202r is energized, the rubber portion 220 is displaced. Instead of configuring the actuator 210 with a solenoid, for example, the actuator 210 can be configured to adjust the negative pressure of the engine 12 by a valve not shown.

  The rubber portion 220 (elastic member) is integrated with an engine fixing portion 222 fixed to the engine 12. In addition, the rubber portion 220 is provided with a stopper 226 for reducing an impact at the time of contact with the holder portion 224. The holder portion 224 has a lower holder 230 fixed to the vehicle body 16 by a bolt not shown, and an upper holder 232 fixed to the lower holder 230 and accommodating the rubber portion 220 and the like.

(A-1-5-4. ACM ECU 204)
FIG. 5 is a block diagram showing the ACM ECU 204 and the periphery thereof in the present embodiment. The ACM ECU 204 controls the actuator 210 of the active mount 202r. As shown in FIGS. 1 and 2, the ACM ECU 204 of the present embodiment is disposed near the root of the steering column 20. Alternatively, the ACM ECU 204 may be disposed at another place.

  As shown in FIG. 3, the ACM ECU 204 has an input / output unit 250, a control unit 252, and a storage unit 254. The ACM ECU 204 drives the actuator 210 to perform vibration suppression control for actively suppressing transmission of engine vibration to the vehicle body 16.

  The input / output unit 250 performs input / output of signals between the ACM ECU 204 and other parts. The control unit 252 controls the ACM 202 r by executing a program stored in the storage unit 254. As shown in FIG. 5, the control unit 252 includes an arithmetic unit 260, a solenoid drive circuit 262, and a current sensor 264. Arithmetic unit 260 includes, for example, a central processing unit (CPU). The details of the control unit 252 will be described later with reference to FIG.

  The storage unit 254 stores programs and data used by the control unit 252 (in particular, the calculation unit 260). The storage unit 254 includes, for example, a random access memory (RAM). As the RAM, a volatile memory such as a register and a non-volatile memory such as a flash memory can be used. In addition to the RAM, the storage unit 254 may include a read only memory (ROM) and / or a solid state drive (SSD).

  In the present embodiment, it is assumed that the program and data used by the control unit 252 (in particular, the calculation unit 260) are stored in the storage unit 254 of the vehicle 10. However, for example, part of the program and data may be acquired from an external server (not shown) via a wireless device (not shown) included in the input / output unit 250.

<A-2. Configuration of Control Unit 252 of ACM ECU 204>
[A-2-1. Outline of Control Unit 252]
As described above, FIG. 5 is a block diagram showing the ACM ECU 204 and its periphery in the present embodiment. FIG. 5 shows details of the control unit 252 of the ACM ECU 204 according to the present embodiment (including functions realized by the control unit 252). As shown in FIG. 5, the control unit 252 includes an arithmetic unit 260, a solenoid drive circuit 262, and a current sensor 264.

  The calculation unit 260 calculates a target duty ratio DUTtar based on the TDC pulse signal Stdc (or TDC pulse Ptdc) and the CRK pulse signal Scrk (or CRK pulse Pcrk) from the FI ECU 106. Then, operation unit 260 outputs drive signal Sd based on target duty ratio DUTtar to solenoid drive circuit 262. The solenoid drive circuit 262 causes the current Iacm to flow from the battery 14 to the ACM 202 r based on the drive signal Sd (or the target duty ratio DUTtar) to operate the actuator 210 of the ACM 202 r. The current sensor 264 detects the current Iacm flowing from the battery 14 to the ACM 202 r.

[A-2-2. Operation unit 260]
(Outline of A-2-2-1. Operation Unit 260)
As described above, the calculation unit 260 outputs the drive signal Sd based on the TDC pulse signal Stdc (or TDC pulse Ptdc) and the CRK pulse signal Scrk (or CRK pulse Pcrk) from the FI ECU 106 to the solenoid drive circuit 262. As shown in FIG. 5, the calculation unit 260 includes a pulse reading unit 300, a rotation information calculation unit 302, an acceleration sensor 304, a vehicle body vibration estimation unit 306, a stopper contact determination unit 308, and an amplitude calculation map 310. A phase calculation map 312, a target current waveform calculation unit 314, an output timing setting unit 316, and a drive signal generation unit 318.

(A-2-2-2. Pulse reading unit 300)
The pulse reading unit 300 reads the TDC pulse Ptdc and the CRK pulse Pcrk output from the FI ECU 106.

(A-2-2-3. Rotation information calculation unit 302)
The rotation information calculation unit 302 calculates the rotation information Ir of the engine 12 based on the TDC pulse Ptdc and the CRK pulse Pcrk read by the pulse reading unit 300. The rotation information Ir includes the cycle ME [sec] of the engine 12 and the rotation torque TR. Note that the frequency [Hz] may be calculated instead of the period ME. In the present specification, it is also possible to read the period ME as the rotational speed NE.

  The period ME is determined based on the number of TDC pulses or the number of CRK pulses per unit time. Further, the rotational torque TR can be obtained as follows. First, the interval of CRK pulses Pcrk is calculated. Next, a predetermined crank angle is divided by the interval of CRK pulses Pcrk to calculate a crank angular velocity, and the crank angular velocity is differentiated in time to calculate a crank angular acceleration. Then, the rotational torque TR around the crankshaft is calculated by multiplying a predetermined inertia around the crankshaft of the engine 12 by the crank angle acceleration.

(A-2-2-4. Acceleration sensor 304)
The acceleration sensor 304 detects an acceleration G (hereinafter also referred to as a “detected acceleration Gd”) of the engine vibration V in the ACM ECU 204. The direction of the detected acceleration Gd by the acceleration sensor 304 is the front-rear direction of the vehicle 10. The acceleration sensor 304 is mounted on a substrate (not shown) of the ACM ECU 204. Since the ACM ECU 204 is disposed near the root of the steering column 20, the position of the acceleration sensor 304 is a point (first point P1) closer to the seat 30 than the ACM 202r. The first point P1 is close to a second point P2 described later.

(A-2-2-5. Vehicle body vibration estimation unit 306)
The vehicle body vibration estimation unit 306 estimates an engine vibration V (hereinafter also referred to as an “estimated vibration Ve”) based on the output from the rotation information calculation unit 302 (torque TR and rotation period ME of the engine 12). In the present embodiment, in particular, the amplitude Ae of the vibration V is estimated. Alternatively, other information (for example, period or frequency) of the vibration V may be used.

(A-2-2-6. Stopper Contact Determination Unit 308)
The stopper contact determination unit 308 (hereinafter also referred to as the “contact determination unit 308”) performs a contact determination process that determines whether the stopper 226 has abutted the holder portion 224. The contact is determined because the vibration V transmitted from the engine 12 to the vehicle body 16 via the ACM 202 r changes in accordance with the presence or absence of the contact.

  FIG. 6A is a view showing an example of the relationship between the engine rotational speed Ne and the engine vibration V on the side of the engine 12 of the ACM 202r, and FIG. 6B is an example of the relationship between the engine rotational speed Ne and the engine vibration V on the side of the vehicle body 16 of the ACM 202r. FIG. As shown in FIG. 6A, on the engine 12 side of the ACM 202r, the range in which the vibration V can be taken is narrow for each engine rotational speed Ne. A straight line 500 shown in FIG. 6A indicates that the engine rotation speed Ne and the vibration V are in a substantially proportional relationship.

  On the other hand, as shown in FIG. 6B, on the vehicle body 16 side of the ACM 202r, the range in which the vibration V can be taken is wide at each engine rotation speed Ne. According to the inventor's investigation, it was found that the acceleration of the vehicle 10 caused the stopper 226 to abut on the holder portion 224. When the range of the vibration V becomes wide with respect to a specific engine rotation speed Ne, it becomes difficult to reduce the vibration V by the operation of the actuator 210. Therefore, in the present embodiment, the presence or absence of contact between the stopper 226 and the holder portion 224 is determined, and the control is switched according to the determination result.

  FIG. 7 is a flowchart of contact determination processing by the stopper contact determination unit 308 of the present embodiment. In step S11 of FIG. 7, the contact determination unit 308 acquires an estimated vibration Ve (in particular, an estimated vibration amplitude Ae (hereinafter, also referred to as “estimated amplitude Ae”) that is its amplitude) from the vehicle body vibration estimation unit 306. In step S12, the contact determination unit 308 acquires the acceleration G from the acceleration sensor 304. In step S <b> 13, the contact determination unit 308 calculates a detected vibration amplitude Ad (hereinafter also referred to as “detection amplitude Ad”) based on the acceleration G. When calculating the detection amplitude Ad, multiplication or the like of a predetermined coefficient may be performed so as to allow comparison with the estimated amplitude Ae.

  In step S14, the contact determination unit 308 determines whether or not the deviation ΔA (= Ae−Ad) between the estimated amplitude Ae and the detected amplitude Ad is equal to or greater than the deviation threshold THΔA. When the deviation ΔA is equal to or larger than the deviation threshold THΔA (S14: TRUE), the stopper contact determination unit 308 determines that the stopper 226 and the holder portion 224 are in contact in step S15. If the deviation ΔA is not equal to or larger than the deviation threshold THΔA (S14: FALSE), the contact determination unit 308 determines in step S16 that the stopper 226 and the holder 224 do not contact.

  Note that the stopper contact determination unit 308 determines the determination as being in contact only when the duration T of the state in which it is determined that the stopper 226 and the holder portion 224 are in contact exceeds the time threshold THt.

  After step S15 or S16, in step S17, the contact determination unit 308 outputs a contact signal Sc indicating the determination result to the amplitude calculation map 310 and the phase calculation map 312. In other words, the contact determination unit 308 switches the contents of the amplitude calculation map 310 and the phase calculation map 312 based on the determination result.

(A-2-2-7. Amplitude calculation map 310)
The amplitude calculation map 310 of FIG. 5 specifies an amplitude Av for calculating the target current waveform Wi based on the rotation torque TR calculated by the rotation information calculation unit 302. In the present embodiment, the voltage applied to the actuator 210 is duty-controlled in a minute time domain. Further, the period of the current Iacm for driving the actuator 210 is set by the number of minute time regions corresponding to the one period (actuator driving period). The amplitude Av indicates the amplitude of the waveform of the current Iacm during one actuator drive cycle. For use of the target current waveform Wi, see, for example, FIG. 5 of Japanese Patent Application Laid-Open No. 2002-139095 and the related description.

  The amplitude calculation map 310 selects a larger amplitude Av as the rotational torque TR becomes larger, and selects a smaller amplitude Av as the rotational torque TR becomes smaller. When calculating the amplitude Av, a second point P2 closer to the seat 30 than the ACM 202r is set as a vibration evaluation target point. For example, the position of the ACM ECU 204 (in the present embodiment, near the root of the steering column 20) is set as the second point P2. Therefore, whether or not the engine vibration V is suppressed is evaluated on the basis of the second point P2.

  As shown in FIG. 5, the amplitude calculation map 310 includes a first amplitude map 320 and a second amplitude map 322. The first amplitude map 320 is a map that defines the relationship between the torque TR and the amplitude Av when there is no contact between the stopper 226 and the holder portion 224. The second amplitude map 322 is a map that defines the relationship between the torque TR and the amplitude Av when there is an abutment between the stopper 226 and the holder portion 224. The amplitude calculation map 310 knows the presence or absence of contact based on the contact signal Sc from the stopper contact determination unit 308.

(A-2-2-8. Phase calculation map 312)
The phase calculation map 312 specifies the phase Pv for calculating the target current Itar that constitutes the target current waveform Wi, based on the cycle ME calculated by the rotation information calculation unit 302. As described above, in the present embodiment, the voltage applied to the actuator 210 is duty-controlled in a minute time domain. Further, the period of the current Iacm for driving the actuator 210 is set by the number of minute time regions corresponding to the one period (actuator driving period). The phase Pv is used to specify each actuator drive cycle and the switching cycle of the solenoid drive circuit 262.

  The phase calculation map 312 makes the changing speed of the phase Pv faster as the period ME becomes shorter, and makes the changing speed of the phase Pv slower as the period ME becomes longer. Similar to the amplitude Av, when calculating the phase Pv, the second point P2 closer to the sheet 30 than the ACM 202r is set as a vibration evaluation target point. For example, the position of the ACM ECU 204 (in the present embodiment, near the root of the steering column 20) is set as the second point P2. Therefore, whether or not the engine vibration V is suppressed is evaluated on the basis of the second point P2.

  As shown in FIG. 5, the phase calculation map 312 has a first phase map 330 and a second phase map 332. The first phase map 330 is a map that defines the relationship between the period ME and the phase Pv when there is no contact between the stopper 226 and the holder portion 224. The second phase map 332 is a map that defines the relationship between the period ME and the phase Pv when there is contact between the stopper 226 and the holder portion 224. The phase calculation map 312 knows the presence or absence of contact based on the contact signal Sc from the stopper contact determination unit 308.

(A-2-2-9. Target current waveform calculation unit 314)
The target current waveform calculation unit 314 specifies a target current waveform Wi corresponding to the amplitude Av specified by the amplitude calculation map 310. The target current waveform Wi may be formed by combining not only the primary component of the vibration V but also components corresponding to secondary and subsequent components. The target current waveform Wi of a waveform having a large maximum value (amplitude) is calculated as the amplitude Av increases, and the target current waveform Wi of a waveform having a small maximum value (amplitude) is calculated as the amplitude Av decreases.

(A-2-2-10. Output timing setting unit 316)
The output timing setting unit 316 sets an output timing Pc of the target current Itar based on the phase Pv set by the phase calculation map 312. The output timing Pc indicates the length of an actuator drive cycle that outputs the target current waveform Wi and the length (number of points) of the output cycle of each target current Itar that configures the target current waveform Wi.

(A-2-2-11. Drive signal generation unit 318)
The drive signal generation unit 318 calculates a target duty ratio DUTtar that outputs the drive signal Sd (ON signal) to the solenoid drive circuit 262 based on the target current waveform Wi (or the array of the target current Itar). The duty ratio DUT is a ratio of the application time Ta of the drive voltage Vdr in one switching period Psw, and is defined by the following equation (1).
DUT = Ta / Psw (1)

  A plurality of switching cycles Psw is included in the actuator drive cycle Pa. The drive voltage Vdr in the present embodiment is a fixed voltage.

  Then, the drive signal generation unit 318 applies the drive voltage Vdr to the actuator 210 using the duty ratio DUT. When calculating the target duty ratio DUTtar, the target current waveform Wi from the target current waveform calculating unit 314, the output timing Pc from the output timing setting unit 316, and the ACM current Iacm from the current sensor 264 are used.

In calculating the target duty ratio DUTtar, the drive signal generation unit 318 uses so-called proportional-integral-differential (PID) control. Specifically, the drive signal generation unit 318 calculates the target duty ratio DUTtar by the following equation (2).
DUTtar (n) = P (n) + I (n) + D (n) (2)

In the above equation (2), P is a P term (proportional term), I is an I term (integral term), and D is a D term (differential term). P, I and D are respectively defined by the following formulas (3) to (5).
P (n) = Kp {Itar (n + 1) -Iacm (n)} (3)
I (n) = Ki {Itar (n) -Iacm (n)} (4)
D (n) = D (n-1) + Kd {Itar (n) -Iacm (n)} (5)

  In the above equations (2) to (5), “n” indicates a value in the current switching cycle Psw, “n−1” indicates a value in the previous switching cycle Psw, and “n + 1” indicates the next switching cycle Psw Indicates the value in Kp is a P term gain, Ki is an I term gain, and Kd is a D term gain.

[A-2-3. Solenoid drive circuit 262]
The solenoid drive circuit 262 (hereinafter also referred to as “drive circuit 262”) applies a drive voltage Vdr to the actuator 210 based on the drive signal Sd from the calculation unit 260 (drive signal generation unit 318). In other words, in the present embodiment, pulse width modulation (PWM) is used. For this reason, the drive voltage Vdr is a fixed voltage. In the present embodiment, the drive circuit 262 is a part of the control unit 252, but may be configured as a part of the ACM 202r. The drive circuit 262 switches the supply of power (or the application of voltage) to the actuator 210.

[A-2-4. Current sensor 264]
The current sensor 264 detects the current Iacm (ACM current Iacm) supplied from the battery 14 to the ACM 202 r via the solenoid drive circuit 262. As shown in FIG. 5, the current sensor 264 has a detection element 350 and a current detection circuit 352. The detection element 350 of this embodiment is a Hall element, and outputs a voltage Vh according to the current Iacm flowing through the wiring 354. The current detection circuit 352 has a voltage-current map (not shown) that defines the relationship between the voltage Vh detected by the detection element 350 and the ACM current Iacm. The current detection circuit 352 reads out the ACM current Iacm corresponding to the voltage Vh from the voltage-current map and outputs it.

<A-3. Effects of this embodiment>
As described above, according to the present embodiment, the first and second amplitude maps 320 and 322 and the first and second amplitude maps 320 and 322 are determined according to the presence or absence of contact between the stopper 226 (movable portion) and the holder portion 224 (fixed portion). The second phase map 330, 332 is switched (FIG. 5). In other words, the amplitude Av and the phase Pv (operation command value) of the target current waveform Wi are corrected according to the presence or absence of the contact. For this reason, it is possible to improve the vibration reduction performance by displacing the ACM 202r (active mount) on the basis of the change in the vibration transfer characteristic due to the contact. Alternatively, when it is not possible to cope with the change in the vibration transfer characteristic due to the contact, it is possible to reduce the possibility of deteriorating the vibration reduction performance by stopping the ACM 202 r or reducing the output.

  In the present embodiment, the ACM ECU 204 (computer) defines the relationship between the torque TR and the cycle ME (rotation information) of the engine 12 (drive source) and the amplitude Av and the phase Pv (operation command value) of the target current waveform Wi. The amplitude calculation map 310 and the phase calculation map 312 are provided (FIG. 5). Further, the calculation unit 260 (command value calculation unit) specifies the amplitude Av and the phase Pv corresponding to the torque TR and the cycle ME (rotation information) using the maps 310 and 312. Furthermore, the amplitude calculation map 310 includes a first amplitude map 320 that defines the vibration transfer characteristic in a state where there is no contact between the stopper 226 and the holder portion 224, and a vibration transfer characteristic that defines a state in which there is a contact. And a two amplitude map 322. Furthermore, the arithmetic unit 260 changes the amplitude Av by exchanging the first amplitude map 320 and the second amplitude map 322 according to the presence or absence of contact determined by the stopper contact determination unit 308 (contact determination unit). Correct the (operation command value).

  Thus, the vibration transmission due to the presence or absence of the contact is achieved only by switching the first amplitude map 320 and the second amplitude map 322 according to the presence or absence of the contact between the stopper 226 (movable part) and the holder part 224 (fixed part). It becomes possible to perform vibration suppression control (active vibration control) corresponding to the change of the characteristic. Similarly, the same applies to the phase calculation map 312 by correcting the phase Pv (operation command value) by switching between the first phase map 330 and the second phase map 332.

  In the present embodiment, the ACM ECU 204 (computer) converts the vibration V (estimated vibration Ve) in a state where there is no contact between the stopper 226 and the holder portion 224 into the torque TR of the engine 12 and the cycle ME (operation command value). The vehicle-body vibration estimation part 306 estimated based on it is provided (FIG. 5). The vibration control device 200 also includes an acceleration sensor 304 that detects an acceleration G of the vibration V from the engine 12 (drive source) to the vehicle body 16 (FIG. 5). Further, the stopper contact determination unit 308 (contact determination unit) determines the stopper 226 and the holder portion 224 based on the difference between the estimated vibration Ve estimated by the vibration estimation unit 306 and the detected vibration Vd detected by the acceleration sensor 304. It is determined whether or not there is a contact with (Fig. 7).

  Thereby, the presence or absence of contact between the stopper 226 and the holder portion 224 can be determined by comparing the estimated value (estimated vibration Ve) and the detected value (detected vibration Vd). Therefore, the presence or absence of contact between the stopper 226 and the holder portion 224 can be detected easily or with high accuracy.

  In addition, a relatively large number of acceleration sensors such as the acceleration sensor 304 are provided in the vehicle 10. Therefore, the acceleration sensor 304 can be used for the purpose other than determining the contact between the stopper 226 and the holder portion 224. Thus, when the purpose of the acceleration sensor 304 is set in a plurality, cost can be reduced as compared with the case where a contact sensor, a pressure sensor or a stroke sensor is provided instead of the acceleration sensor 304. In addition, the presence or absence of contact can be detected with high accuracy.

  In the present embodiment, the stopper abutment determination unit 308 (abutment determination unit) determines that the deviation ΔA between the estimated amplitude Ae of the estimated vibration Ve and the detected amplitude Ad of the detected vibration Vd exceeds the deviation threshold THΔA (see FIG. In step S14: TRUE), it is determined that the stopper 226 and the holder portion 224 are in contact with each other (S15). As a result, the estimated vibration Ve and the detected vibration Vd can be compared with high accuracy.

  In the present embodiment, the calculation unit 260 (command value calculation unit) determines whether the duration T in the state where the stopper contact determination unit 308 (contact determination unit) determines that the contact is present exceeds the time threshold THt. Determine the presence of contact. In other words, when the duration T exceeds the time threshold THt, the amplitude Av and the phase Pv (operation command value) of the target current waveform Wi are corrected.

  In the case of vibration in which switching of the presence or absence of contact frequently occurs, there is a possibility that the vibration reduction performance may be reduced due to the correction of the amplitude Av and the phase Pv (operation command value). In such a case, by not performing the correction of the amplitude Av and the phase Pv, it is possible to suppress the deterioration of the vibration reduction performance. Further, switching of the first amplitude map 320 and the second amplitude map 322 or switching of the first phase map 330 and the second phase map 332 increases the load of the memory constituting the storage unit 254. Therefore, when switching of the presence or absence of contact frequently occurs, it is possible to suppress an increase in memory load by not correcting the amplitude Av and the phase Pv.

  In the present embodiment, the acceleration sensor 304 is disposed at a first point P1 closer to the seat 30 than the ACM 202r (FIGS. 1 and 2). The calculation unit 260 (command value calculation unit) sets the amplitude Av and the phase Pv (operation command value) of the target current waveform Wi with the second point P2 closer to the sheet 30 than the ACM 202r (active mount) as the vibration evaluation target point. calculate. Furthermore, the vibration estimation unit 306 estimates the estimated vibration Ve with the second point P2 as a vibration evaluation target point.

  Thus, for example, the ACM 202 r can be displaced based on the second point P 2 closer to the seat 30 than the ACM 202 r. Therefore, it is possible to suppress the transmission of vibration in a form closer to the sense of the occupant, as compared to the case where the point near the ACM 202r is compared as a reference. Further, when displacing the ACM 202r based on the second point P2 as described above, the characteristics of the amplitude Av and the phase Pv are diverted to the estimation of the estimated vibration Ve by making the estimated vibration Ve also the same second point P2. It is possible to At that time, similarly to the second point P2, by comparing the detected vibration Vd detected based on the first point P1 closer to the sheet 30 than the ACM 202r with the estimated vibration Ve, the stopper 226 (movable portion) and the holder portion It becomes possible to detect contact with 224 (fixed part) with high accuracy.

  In the present embodiment, the stopper 226 extends in a direction inclined with respect to the direction in which the ACM 202 r (active mount) is displaced by the actuator 210 (specifically, a direction perpendicular to the displacement direction of the ACM 202 r by the actuator 210). (Figure 4). Thus, for example, even when the rubber portion 220 (movable portion) of the ACM 202r abuts against the holder portion 224 (fixed portion) as the engine 12 (drive source) is displaced due to acceleration or deceleration of the vehicle 10, for example It is possible to protect the part 220. In addition, when the stopper 226 is arranged at such a position, the amplitude Av and the phase Pv (operation command value) of the target current waveform Wi can be corrected according to the contact between the stopper 226 and the holder portion 224. .

  In the present embodiment, the vibration damping device 200 is disposed on the vehicle body 16 to support the engine 12 (drive source), and passively suppresses transmission of vibration from the engine 12 to the vehicle body 16 by deformation of the passive damping member. A plurality of passive mounts 202l, 202rr are provided (FIG. 1, FIG. 2). Further, the ACM 202r (active mount) is disposed on the right side of the engine 12, and the passive mounts 202l and 202rr are disposed on the left side and the rear side of the engine 12, whereby the engine 12 is supported by the inertial main shaft. As a result, by using one ACM 202 r and a plurality of passive mounts 202 l and 202 rr, it is possible to support the engine 12 with a simple configuration and to suppress the vibration transmission from the engine 12 to the vehicle body 16.

B. Modifications It is a matter of course that the present invention is not limited to the above embodiment, but can adopt various configurations based on the contents of the description of the present specification. For example, the following configuration can be adopted.

<B-1. Applicable object>
In the said embodiment, the anti-vibration apparatus 200 (ACM ECU204) was applied to the vehicle 10 which is an engine vehicle which does not have a traveling motor (FIGS. 1-3). However, for example, an operation command value (amplitude Av of target current waveform Wi, phase Pv) or rotation information (torque of engine 12) according to the presence or absence of contact between stopper 226 (movable portion) and holder portion 224 (fixed portion). It is not limited to this from the viewpoint of correcting TR, period ME). For example, the anti-vibration device 200 may be applied to a vehicle 10 that is a hybrid vehicle having a traveling motor in addition to the engine 12. Alternatively, the application target of the anti-vibration device 200 can be used not only for the vehicle 10 but also for a moving object (such as a ship or an aircraft) provided with a rotational drive source such as the engine 12. Alternatively, the vibration control device 200 may be applied to a manufacturing apparatus, a robot or a home appliance provided with a rotational drive source such as the engine 12 or the like.

<B-2. Engine 12 (drive source)>
In the above embodiment, the engine 12 is used for traveling (for generating the traveling driving force of the vehicle 10). However, for example, in the case of the vehicle 10 having a traveling motor as the driving force generating means, the engine 12 generates electricity. It may be used only to operate the machine.

<B-3. Engine mounts 202l, 202r, 202rr>
In the above embodiment, the passive mounts 202l and 202rr are disposed on the left side and the rear side of the engine 12, and the ACM 202r (active mount) is disposed on the right side of the engine 12 (FIG. 2). However, for example, an operation command value (amplitude Av of target current waveform Wi, phase Pv) or rotation information (torque of engine 12) according to the presence or absence of contact between stopper 226 (movable portion) and holder portion 224 (fixed portion). It is not limited to this from the viewpoint of correcting TR, period ME). For example, passive mounts can be placed on the right and back sides of the engine 12 and active mounts can be placed on the left of the engine 12. Alternatively, passive mounts may be disposed on the left and right sides of the engine 12 and active mounts may be provided on the front and rear sides of the engine 12, respectively.

  In the above embodiment, the stopper 226 is provided on the rubber portion 220 (movable portion) (FIG. 4). However, for example, from the viewpoint of correcting the operation command value (the amplitude Av, the phase Pv of the target current waveform Wi) or the rotation information (the torque TR of the engine 12, the cycle ME) according to the presence or absence of the abutment of the stopper 226. It is not limited to this. For example, it is also possible to provide the holder 226 with a stopper 226.

<B-4. ACM ECU 204>
[B-4-1. Constitution]
In the above embodiment, the solenoid drive circuit 262 is part of the ACM ECU 204 (FIG. 5). However, for example, from the viewpoint of driving the actuator 210, the present invention is not limited thereto. For example, it is also possible to arrange the drive circuit 262 in the ACM 202r.

[B-4-2. control]
(Rotation information of drive source)
In the above embodiment, the torque TR and the cycle ME (a value proportional to the reciprocal of the engine rotation speed Ne) are used as rotation information of the engine 12 (drive source) (FIG. 5). However, for example, from the viewpoint of generating the offset vibration by the actuator 210, the present invention is not limited thereto. For example, it is also possible to use a time derivative value of the engine rotational speed Ne (engine rotational acceleration [rpm / s]) or a value corresponding thereto.

(B-4-2-2. Vehicle vibration estimation unit 306)
In the above embodiment, the vehicle body vibration estimation unit 306 calculates the estimated vibration Ve based on the torque TR of the engine 12 and the cycle ME (rotational information). However, for example, from the viewpoint of calculating an estimated value for determining the presence or absence of contact between the stopper 226 and the holder portion 224, the present invention is not limited thereto. For example, the vehicle body vibration estimation unit 306 may calculate the estimated vibration Ve based on the amplitude Av and the phase Pv (operation command value) of the target current waveform Wi.

(B-4-2-3. Stopper Contact Determination Unit 308)
In the above embodiment, the presence or absence of the abutment between the stopper 226 and the holder portion 224 is determined based on the comparison between the estimated amplitude Ae and the detected amplitude Ad (FIG. 7). However, for example, from the viewpoint of determining the presence or absence of contact between the stopper 226 and the holder portion 224, the present invention is not limited to this. For example, it is also possible to determine the contact based on the acceleration G itself detected by the acceleration sensor 304.

  That is, in the present embodiment, as a scene in which the stopper 226 and the holder portion 224 abut, for example, the vehicle 10 may be accelerating or decelerating. When the vehicle 10 is accelerating, the engine 12 is displaced rearward with respect to the vehicle body 16 due to inertia, and the stopper 226 abuts on the holder portion 224 accordingly. When the vehicle 10 is decelerating, the engine 12 is displaced forward with respect to the vehicle body 16 by inertia, and the stopper 226 abuts on the holder portion 224 accordingly. Therefore, when the absolute value of the acceleration G becomes equal to or greater than the acceleration threshold value, it can be estimated that there is a contact.

  Alternatively, without using the acceleration sensor 304, the contact between the stopper 226 and the holder portion 224 can be directly detected by the contact sensor. Alternatively, a method of detecting the pressure when the stopper 226 abuts on the holder portion 224 by a pressure sensor can be used. Alternatively, a method of estimating the contact by detecting the displacement amount and displacement direction of the stopper 226 or the holder portion 224 by a stroke sensor or the like is also possible.

(B-4-2-4. Amplitude calculation map 310)
The amplitude calculation map 310 according to the above-described embodiment includes the first amplitude map 320 for no contact and the second amplitude map 322 for contact (FIG. 5). However, for example, from the viewpoint of changing the relationship between the torque TR and the amplitude Av according to the presence or absence of contact between the stopper 226 and the holder portion 224, the present invention is not limited thereto. For example, in the case of contact, the amplitude Av may be zero. In other words, in the case of contact, the actuator 210 of the ACM 202r may be stopped. The same applies to the phase calculation map 312.

(Subject to correction)
In the above embodiment, the amplitude Av and the phase Pv of the target current waveform Wi are listed as correction targets according to the presence or absence of the contact between the stopper 226 and the holder portion 224 (FIG. 5). However, for example, from the viewpoint of reflecting the presence or absence of the contact between the movable portion and the fixed portion of the ACM 202r in the operation of the ACM 202r, the present invention is not limited thereto. For example, it is also possible to correct the torque TR and / or the cycle ME.

[B-4-3. Other]
In the above embodiment, there are cases where the comparison of numerical values includes and does not include the equal sign. However, for example, unless there is a special meaning including or excluding the equal sign (in other words, when the effects of the present invention can be obtained), it is optional whether the equal sign is included or not included in the comparison of numerical values. It can be set to

  In that sense, for example, it is determined whether or not the deviation ΔA is larger than the deviation threshold THΔA (ΔA> THΔA) whether the deviation ΔA in step S14 of FIG. 7 is the deviation threshold THΔA or more (ΔA ≧ THΔA). It can be replaced by judgment.

  In the above embodiment, the flow shown in FIG. 7 is used. However, for example, if the effects of the present invention can be obtained, the contents of the flow (the order of each step) are not limited to this. For example, the order of step S11 and step S12 in FIG. 7 can be interchanged.

12 Engine (drive source) 16 Vehicle body 30 Seat 200 Vibration isolation device 202r ACM (active mount) 204 ACM ECU (computer)
210: Actuator 220: Rubber part (elastic member)
226 ... stopper 260 ... operation unit (command value calculation unit)
304 ... acceleration sensor 306 ... vehicle body vibration estimation unit (vibration estimation unit)
308 ... stopper contact determination unit (contact determination unit)
310 ... Amplitude calculation map (map) 312 ... phase calculation map (map)
320 ... first amplitude map 322 ... second amplitude map 330 ... first phase map 332 ... second phase map Av ... amplitude (operation command value) ME ... period (rotation information)
Pv: phase (operation command value) P1: first point P2: second point T: duration THt: time threshold TR: torque (rotational information)

Claims (9)

An active mount disposed on the vehicle body to support the drive source and actively suppressing transmission of vibration from the drive source to the vehicle body by advancing and retracting an actuator;
And a computer for controlling the actuator.
The active mount is
An elastic member that is displaced by advancing and retracting the actuator to suppress transmission of the vibration from the drive source;
A holder portion for holding the elastic member;
The elastic member includes a stopper facing the holder portion.
The computer is
A command value calculation unit that calculates an operation command value of the actuator from rotation information of the drive source;
And a contact determination unit that determines the presence or absence of contact between the stopper and the holder.
The vibration control device characterized in that the command value calculation unit corrects the operation command value or the rotation information according to the presence or absence of the contact determined by the contact determination unit. In the vibration control device according to claim 1,
The computer further includes a map that defines a relationship between the rotation information of the drive source and the operation command value of the actuator.
The command value calculation unit specifies the operation command value corresponding to the rotation information using the map;
The map includes a first map defining vibration transmission characteristics in a state in which there is no contact between the stopper and the holder portion, and a second map defining the vibration transmission characteristics in a state in which there is the contact. Including
The command value calculation unit corrects the operation command value or the rotation information by switching between the first map and the second map according to the presence or absence of the contact determined by the contact determination unit. A vibration control device characterized by The vibration control device according to claim 1 or 2
The computer includes a vibration estimation unit that estimates the vibration in a state where there is no contact between the stopper and the holder based on the rotation information or the operation command value.
The anti-vibration device includes an acceleration sensor that detects the vibration from the drive source to the vehicle body,
The contact determination unit determines the presence or absence of contact between the stopper and the holder based on the difference between the estimated vibration estimated by the vibration estimation unit and the detected vibration detected by the acceleration sensor. Vibration isolation device that features. In the vibration control device according to claim 3,
The anti-vibration device according to claim 1, wherein the contact determination unit determines that the stopper and the holder portion are in contact with each other when a difference between the estimated vibration and the detected vibration exceeds a vibration threshold. The vibration control device according to claim 3 or 4
The vibration control device characterized in that the command value calculation unit corrects the operation command value or the rotation information when a duration time of a state where the contact determination unit determines that the contact is present exceeds a time threshold. . The vibration control device according to any one of claims 3 to 5,
The acceleration sensor is disposed at a first point closer to the seat than the active mount.
The command value calculation unit calculates the operation command value with a second point closer to the seat than the active mount as a vibration evaluation target point.
The vibration estimation unit estimates the estimated vibration with the second point as the vibration evaluation target point. The vibration control device according to any one of claims 1 to 6.
The said stopper is extended in the direction inclined with respect to the direction which the said active mount displaces by the said actuator. The vibration control device according to any one of claims 1 to 7,
The anti-vibration device includes a plurality of passive mounts disposed on the vehicle body to support the drive source and passively suppressing transmission of vibration from the drive source to the vehicle body by deformation of a passive damping member.
The active mount is disposed on the left side or the right side of the drive source, and the passive mount is disposed on the right side or the left side of the drive source and the rear side of the drive source. Vibration-proof device characterized by being supported by An active mount disposed on the vehicle body to support the drive source and actively suppressing transmission of vibration from the drive source to the vehicle body by advancing and retracting an actuator;
And a computer for controlling the actuator.
The active mount is
An elastic member that is displaced by advancing and retracting the actuator to suppress transmission of the vibration from the drive source;
A holder portion for holding the elastic member;
One of the elastic member and the holder portion is provided with a stopper facing the other,
The computer is
A command value calculation step of calculating an operation command value of the actuator from rotation information of the drive source;
An abutment determination step of determining presence or absence of abutment between the stopper and the holder portion or the elastic member;
And a correction step of correcting the operation command value or the rotation information according to the presence or absence of the contact determined in the contact determination step.

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