JP3265793B2 - Active vibration control device and active vibration control device for vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an active vibration control apparatus and an active vibration control apparatus for a vehicle, which reduce vibration by causing control vibration to interfere with vibration generated from a vibration source such as an engine. An adaptive digital filter for generating a drive signal for driving a control vibration source by filtering a reference signal representing a state of occurrence of vibration, and means for sequentially updating each filter coefficient of the adaptive digital filter according to an adaptive algorithm. In an active vibration control device and an active vibration control device for a vehicle, divergence of control is suppressed, and stable vibration reduction control is executed.

[0002]

2. Description of the Related Art As a conventional technique for reducing vibration, there is, for example, a device described in Japanese Utility Model Publication No. 1-41952. Such a conventional vibration reducing device is a device for reducing vibration of a vehicle body. In brief, by simply controlling the phase of a control signal for a shaker fixed to the vehicle body as appropriate, a vibration force having a phase opposite to that of the vibration is input to the vehicle body from the shaker. In addition, the vibration is canceled by the excitation force to reduce the body vibration.

However, this conventional vibration reducing device is configured to simply apply a sinusoidal control signal to the vibrator so that a vibrating force having a phase opposite to that of the vibration is generated. If the characteristics and the like fluctuate due to, for example, deterioration of each component, there is a high possibility that a sufficient vibration reduction effect cannot be obtained. In order to cope with such a problem, for example, a synchronous filter described on pages 515 to 516 of “The Acoustical Society of Japan, Annual Meeting of Spring Research Conference 2004”, pp. 515-516, was used.
It is conceivable to apply the ered-XLMS algorithm. That is, the LMS algorithm is one of adaptive algorithms. For example, when the LMS algorithm is applied to a vibration reduction device, a reference signal indicating a state of occurrence of vibration is captured, and the reference signal is filtered by an adaptive digital filter. While processing is performed to generate a drive signal for driving the control vibration source, a residual vibration signal representing a reduced vibration state is captured, and each filter coefficient of the adaptive digital filter is calculated according to the LMS algorithm based on the residual vibration signal and the reference signal. It will be configured to update sequentially. Then, by using such an adaptive algorithm, even if the characteristics of the control system are unknown or the characteristics of the control system have changed from the initial state, the control vibration that can reduce the vibration Can be generated from the control vibration source.

[0004] The LMS algorithm disclosed in the above-mentioned collection of papers is particularly a synchronous Filtered-X LMS.
This algorithm is called an algorithm and is advantageous in reducing periodic vibration and noise, and is characterized in that an impulse train synchronized with the fundamental frequency of vibration is applied as a reference signal. That is, since the reference signal is an impulse train, convolution operation can be performed only by addition without multiplication. In some cases, addition is also unnecessary. Therefore, there is an advantage that the amount of calculation can be significantly reduced and processing can be performed at high speed. is there.

[0005]

However, even in the conventional apparatus using the LMS algorithm as described above, when any disturbance input occurs from a stable control state, the filter coefficient of the adaptive digital filter becomes unstable. If you do n’t have any measures to avoid
There is a problem that the control diverges and the vibration increases. Therefore, conventionally, for example, when the level of the residual vibration signal is higher than the level before the start of the control, it is determined that the control has diverged, and the control itself is interrupted. However, since the vibration reduction control itself stops, it is not an effective solution.

The present invention has been made in view of such unresolved problems of the prior art, and is an active vibration control device and vehicle capable of preventing divergence of control. The purpose of the present invention is to provide an active vibration control device.

[0007]

In order to achieve the above object, an active vibration control device according to the first aspect of the present invention comprises:
A control vibration source capable of generating a control vibration that interferes with a vibration emitted from the vibration source, a reference signal generation unit that detects a vibration generation state of the vibration source and outputs the detected signal as a reference signal, and an adaptive digital filter having a variable filter coefficient. A drive signal generating means for filtering the reference signal with the adaptive digital filter to generate a drive signal for driving the control vibration source; and a residual vibration detecting means for detecting the vibration after the interference and outputting it as a residual vibration signal. And adaptive processing means for updating a filter coefficient of the adaptive digital filter according to an adaptive algorithm based on the reference signal and the residual vibration signal so as to reduce the vibration after the interference, and wherein the maximum value of the drive signal is a predetermined value. Limit value excess determining means for determining whether or not the drive signal exceeds the limit value; Maximum value is and a driving signal reduction means the maximum value of the drive signal is reduced the drive signal so as not to exceed the limit value when it is determined to exceed the limit value.

According to a second aspect of the present invention, in the active vibration control device according to the first aspect of the present invention, the drive signal reducing means controls the maximum value of the drive signal so as not to exceed the limit value. Then, the drive signal is reduced at a predetermined ratio. The invention according to claim 3, in active vibration control system is the invention according to the claim 1 or claim 2, to estimate the required control force required for the control vibration source in order to counteract the vibrations It provided the necessary control Chikara推 constant means, and a limit value setting means for setting the limit value based on the required control force.

According to a fourth aspect of the present invention, in the active vibration control device according to the third aspect of the present invention, the limit value setting means can generate the maximum with the required control force or the control vibration source. The limit value is set based on the smaller of the limit control forces. On the other hand, in order to achieve the above object, an active vibration control device for a vehicle according to a fifth aspect of the present invention includes a control vibration source capable of generating a control vibration that interferes with a vibration emitted from an engine; A reference signal generating means for detecting a vibration occurrence state and outputting it as a reference signal; an adaptive digital filter having a variable filter coefficient; and a filter processing the reference signal by the adaptive digital filter to generate a drive signal for driving the control vibration source. A driving signal generating unit, a residual vibration detecting unit that detects the vibration after the interference and outputs the vibration as a residual vibration signal, and an adaptive algorithm for reducing the vibration after the interference based on the reference signal and the residual vibration signal. Adaptive processing means for updating the filter coefficient of the adaptive digital filter according to the following formula: A limit value excess determining means for determining whether or not the maximum value of the drive signal exceeds the limit value when the maximum value of the drive signal exceeds the limit value. Drive signal reducing means for reducing the drive signal so as not to exceed the value.

According to a sixth aspect of the present invention, in the active vibration control device for a vehicle according to the fifth aspect of the invention, the drive signal reducing means is arranged such that a maximum value of the drive signal exceeds the limit value. The drive signal is reduced at a predetermined ratio so as not to cause any problem. According to a seventh aspect of the present invention, in the active vibration control device for a vehicle according to the fifth or sixth aspect, a necessary control force required for the control vibration source to cancel the vibration is introduced. A required control force estimating means for determining the required control force and a limit value setting means for setting the limited value based on the required control force.

According to an eighth aspect of the present invention, in the active vibration control apparatus for a vehicle according to the seventh aspect of the present invention, the limit value setting means generates the maximum required power by the required control force or the control vibration source. The limit value is set based on the smaller of the possible limit control forces. Further, the invention according to claim 9 is the invention according to claim 7 or claim 8.
In the active vibration control device for a vehicle according to the present invention,
An engine speed detecting means for detecting the engine rotational speed provided, the necessary control Chikara推 constant section was assumed to estimate the required control force based on the engine speed.

According to a tenth aspect of the present invention, in the active vibration control device for a vehicle according to the seventh or eighth aspect, an engine load detection / estimating means for detecting or estimating an engine load is provided. the necessary control Chikara推 constant section was assumed to estimate the required control force based on the engine load. According to an eleventh aspect of the present invention, in the active vibration control device for a vehicle according to the tenth aspect, an engine speed detecting means for detecting an engine speed is provided, and the engine load detection estimating means comprises: The engine load is estimated based on the engine speed.

According to a twelfth aspect of the present invention, in the active vibration control device for a vehicle according to the tenth aspect, the air conditioner operation state detecting means for detecting the on / off state of the air conditioner is provided. The engine load detection and estimation means estimates the engine load based on the on / off state of the air conditioner.

According to a thirteenth aspect of the present invention, in the active vibration control device for a vehicle according to the tenth aspect, a shift lever operation position detecting means for detecting an operation position of a shift lever of the transmission is provided. The engine load detection and estimation means estimates the engine load based on the operation position of the shift lever.

[0015]

According to the first aspect of the present invention, the reference signal generation means generates a reference signal indicating the vibration generation state of the vibration source, and the drive signal generation means filters the reference signal with the adaptive digital filter. Since the drive signal is generated and the control vibration source is driven by the drive signal, the control vibration source emits control vibration according to the state of generation of the vibration.

However, immediately after the start of the control, the filter coefficients of the adaptive digital filter do not always converge to the optimum value. Therefore, it cannot be said that the vibration generated from the vibration source is canceled out by the control vibration. By the adaptive processing means, the filter coefficients of the adaptive digital filter are sequentially updated according to the adaptive algorithm based on the reference signal representing the state of occurrence of vibration and the residual vibration signal representing the state of reduced vibration. After the filter coefficient has converged to some extent, the vibration is canceled by the control vibration generated from the control vibration source, and the vibration level is reduced.

Here, when some disturbance is applied to the control system in a somewhat unstable state (for example, when a vibration generated by means other than the vibration source is input to the residual vibration detecting means),
The higher-order frequency component of the reference signal appears in the drive signal, and the higher-order frequency component is captured by the adaptive processing means in a state where the higher-order frequency component is included in the residual vibration signal. Grow in the direction of reducing
A vicious cycle in which higher-order frequency components in the drive signal are further increased may lead to divergence of control. And when I examined the process leading to such divergence,
It has been found that the level of the drive signal is higher than in the stable state, and the present invention has been made by paying attention to this point.

That is, as in the invention according to claim 1,
If the limit value excess determining means determines that the maximum value of the drive signal exceeds the predetermined limit value, the drive signal reducing means reduces the drive signal so that the maximum value of the drive signal does not exceed the limit value. to shrink. Then, since the drive signal is suppressed before the level becomes excessive, even if the divergence tends to occur, the divergence is suppressed.

According to the second aspect of the present invention, the reduction of the drive signal by the drive signal reduction means does not force the drive signal exceeding the limit value to coincide with the limit value. Since all the drive signals generated by the signal generation means are proportionally reduced at a predetermined ratio, the reduction of the drive signal causes high-frequency components not included in the reference signal to be superimposed on the drive signal. The occurrence of divergence is prevented.

Further, in the invention according to claim 3, the necessary control Chikara推 constant means, when necessary control force is estimated necessary for control vibration source to counteract the vibrations emitted from the vibration source The limit value setting means sets the limit value used by the limit value excess determination means based on the required control force. Specific contents of the setting of the limit value based on the necessary control force in the limit value setting means include, for example, setting a drive signal level that generates the same control force as the necessary control force as the limit value, or For example, a drive signal level that generates a control force slightly larger than the control force may be set as the limit value.

In the first place, the drive signal supplied to the control vibration source does not need to be at a level that generates a control force larger than the control force necessary for canceling the vibration, and therefore, the drive signal supplied to the control vibration source is more than the required control force. When the drive signal is at a level that generates a large control force, it can be considered that the level of the drive signal is increasing because of the tendency to diverge.

Therefore, if the limit value setting means sets the limit value based on the required control force as in the invention according to the third aspect, the operation of the invention according to the first aspect, that is, the drive signal has an excessively high level Before it becomes, and even if it tends to diverge, the effect of suppressing it is surely exhibited. Next, in the invention according to claim 4, the limit value setting means sets not only the required control force but also the maximum controllable limit control force of the control vibration source determined from the limit on the structure or the electric load. The limit value is set based on the smaller of the necessary control force and the limit control force.

Here, if a drive signal that generates a control force exceeding the limit control force is supplied to the control vibration source, the response of the control force to the drive signal becomes an extremely nonlinear response, and is included in the reference signal. Unwanted high-frequency components may appear in the control vibration, causing the control system to diverge.
However, if the limit value is set based only on such a limit control force, in a situation where the vibration can be canceled with a control force lower than the limit control force, the maximum value of the drive signal will not increase even if divergence occurs. If it does not reach the level that generates the limit control force,
The divergence suppressing effect of the invention according to claim 1 cannot be obtained, and it is conceivable that divergence cannot be effectively suppressed when disturbance or the like is input.

Therefore, if the limit value setting means sets the limit value based on the smaller of the necessary control force and the limit control force as in the invention according to the fourth aspect, the present invention is directed to the first aspect. The effects of the invention are reliably exhibited. Claim 5
The invention according to claim 1 is the invention according to claim 1 as an apparatus for reducing the vibration of an engine of a vehicle, and its operation is substantially the same as that of the invention according to claim 1 described above.

Similarly, the invention according to claim 6 is the invention according to claim 2 as a device for reducing the vibration of an engine of a vehicle, and the invention according to claim 7 is related to the invention according to claim 7. The invention according to the third aspect is a device for reducing the vibration of the engine of the vehicle, and the invention according to claim 8 is the device according to the fourth aspect as the device for reducing the vibration of the engine of the vehicle. The operation of the invention according to claims 6 to 8 is substantially the same as the operation of the corresponding invention according to claims 2 to 4.

Next, in the invention according to claim 9, when the engine speed is detected by the engine speed detecting means, the necessary control Chikara推 constant means necessary control force based on the engine speed Is estimated. That is, the necessary control force required for the control vibration source to cancel the vibration is determined by the magnitude of the generated vibration, and the magnitude of the vibration generated by the engine of the vehicle is generally substantially determined by the engine speed. It will be decided. This is because the vibration generated by the engine is caused by the combustion in the engine and the imbalance of the reciprocating mass in the engine, so the frequency of the engine vibration is determined by the engine speed, and if the vibration frequency is different, the cylinder block Phase characteristics of the transmission system composed of
This is because the level of vibration transmitted to the outside differs depending on the amplitude characteristics and the like. Incidentally, the engine vibration is a vibration synchronized with a specific engine rotation order component. For example, in the case of a reciprocating four-cylinder engine, the engine vibration is synchronized with the engine rotation secondary component. In the case of a reciprocating six-cylinder engine, the engine vibration is synchronized with the engine rotation tertiary component. I do.

Therefore, for example, if the relationship between the engine speed and the vibration level is represented in advance on a map or the like for each engine type, the necessary control force can be easily estimated based on the engine speed. On the other hand, in the invention according to claim 10, when the engine load by the engine load detecting estimating means is detected or estimated, necessary control Chikara推 constant means estimates the required control force based on the engine load.

That is, the magnitude of the vibration generated in the engine is also determined by the load of the engine. Specifically, since the vibration level increases in proportion to the engine load, if the engine load is detected or estimated, The necessary control force is estimated. The engine load can be obtained, for example, by detecting the torque of the crankshaft. However, this requires a special torque sensor. The invention according to claims 11 to 13 is an invention for solving this problem in particular, and the engine load is easily estimated.

The eleventh aspect of the present invention focuses on the point that the engine load depends on the engine speed. Since the engine speed detecting means detects the engine speed, the engine load detecting and estimating means In, the engine load is estimated based on the engine speed. The invention according to claim 12 focuses on the point that the on / off state of the air conditioner affects the engine load. That is, when the air conditioner is on, a part of the engine output is consumed for driving the air conditioner, and therefore the engine load is increased accordingly. Therefore, according to the twelfth aspect of the present invention, since the air conditioner operating state detecting means detects the on / off state of the air conditioner, the on / off state of the air conditioner is detected by the engine load detection estimating means. The engine load is estimated based on

The invention according to claim 13 focuses on the point that the state of the transmission affects the engine load. For example, if the transmission is in the neutral position,
Since the driving force cannot be transmitted between the engine and the drive wheels, the engine load is correspondingly small. Therefore, in the invention according to claim 13, the shift lever operating position detecting means detects the operating position of the shift lever for operating the transmission. An engine load is estimated based on the position.

[0031]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a view showing a first embodiment of the present invention. In this embodiment, an active vibration control device (active vibration control device for a vehicle) according to the present invention is used to reduce vibration transmitted from an engine to a vehicle body. This is applied to a so-called active engine mount that actively reduces.

First, the structure will be described. As shown in FIG. 1, the engine mount 1 is integrally provided with mounting bolts 2a for mounting to an engine 30 as a vibration source, and has a hollow inside and a lower part. The mounting member 2 has an opening, and the upper end of the inner cylinder 3 is fixed to the lower outer surface of the mounting member 2 by caulking. A diaphragm 4 is provided inside the inner cylinder 3 so as to be interposed between the attachment member 2 and the inner cylinder 3 so as to vertically divide the space inside the attachment member 2 and the inner cylinder 3 into two. In the space divided by the diaphragm 4, the space above the diaphragm 4 communicates with the atmospheric pressure, and the orifice structure 5 is disposed in the space below the diaphragm 4.

On the other hand, on the outer peripheral surface of the inner cylinder 3, the inner peripheral surface of a cylindrical support elastic body 6 formed so that the axial position of the inner peripheral surface and the outer peripheral surface is higher on the inner peripheral side is vulcanized. The outer peripheral surface of the support elastic body 6 is vulcanized and adhered to the inner peripheral surface of the outer cylinder 7. The lower end of the outer cylinder 7 is fixed by caulking on the upper part of the cylindrical actuator holding member 8, and the lower end surface of the actuator holding member 8 is provided with mounting bolts 9 a for mounting to the member 35 at the lower part. A disk-shaped mounting member 9 provided integrally is fixed.

A cylindrical member 10 integrally fixed to the lower end of the outer cylinder 7 is fixed to the upper end surface of the actuator holding member 8 and further fixed to the inner peripheral surface of the cylindrical member 10. The movable member 12 has a predetermined clearance between itself and the upper end surface of the actuator holding member 8, and is held by a cylindrical elastic body 11 so as to be vertically displaceable. The movable member 12 is formed of a material that can be magnetized, and is formed in a disk shape having a concave upper surface.

Inside the actuator holding member 8, there is provided an electromagnetic actuator 13 which includes an electromagnetic coil and the like, and which displaces the movable member 12 in the vertical direction according to a control signal supplied from the outside. I have. Further, in the present embodiment, the lower surface of the support elastic body 6 and the movable member 1
2, a main fluid chamber 15 is formed in a portion defined by the diaphragm 4, and a sub-fluid chamber 16 is formed in a portion defined by the orifice structure 5. The main fluid chamber 15 and the sub-fluid The chambers 16 communicate with each other through orifices 5a formed in the orifice structure 5. The main fluid chamber 15, the sub-fluid chamber 16, and the orifice 5a are filled with a fluid such as oil.

The characteristics of the fluid mount determined by the flow path shape and the like of the orifice 5a are such that when the engine shakes during running, that is, when the engine mount 1
Is adjusted so as to exhibit a high dynamic spring constant and a high damping force when is excited. The electromagnetic actuator 13 is connected to the controller 20 and generates a predetermined electromagnetic force according to the drive signal y supplied from the controller 20.

The controller 20 includes a microcomputer, necessary interface circuits, an A / D converter, and a D / A
Vibration in a frequency band in which a fluid cannot move between the main fluid chamber 15 and the sub-fluid chamber 16 through the orifice 5a, that is, vibration at a frequency higher than that of the engine shake described above. When the idle vibration, the muffled sound vibration, and the vibration at the time of acceleration are input, control vibration having the same cycle as the vibration and a phase shift of 180 degrees is generated in the engine mount 1, and the vibration to the mounting member 9 is reduced. The transmission force becomes “0” (more specifically, the excitation force input to the engine mount 1 due to the vibration of the engine 30 is canceled by the control force obtained by the electromagnetic force of the electromagnetic actuator 13. Thus, a drive signal y is generated and supplied to the electromagnetic actuator 13.

Here, idle vibration and muffled sound vibration are as follows.
For example, in the case of a reciprocating four-cylinder engine,
The main cause is that the engine vibration of the next component is transmitted to the member 35 via the engine mount 1. Therefore, if the drive signal y is generated and output in synchronization with the engine rotation secondary component, the vibration transmission rate Can be reduced. Therefore, in the present embodiment, an impulse signal synchronized with the rotation of the crankshaft of the engine 30 (for example, in the case of a reciprocating four-cylinder engine, one for each rotation of the crankshaft by 180 degrees) is generated and used as the reference signal x. A pulse signal generator 21 is provided as reference signal generating means for outputting, and the reference signal x is supplied to the controller 20 as a signal indicating a state of generation of vibration in the engine 30.

On the other hand, the member 35 is provided with an acceleration sensor 22 as a residual vibration detecting means for detecting the vibration state of the member 35 in the form of acceleration and outputting it as a residual vibration signal e in the vicinity of the mounting position of the engine mount 1. The fixed vibration signal e is supplied to the controller 20 as a signal representing the vibration after the interference. Then, based on the reference signal x and the residual vibration signal e, the controller 20 performs a Filtered-X LMS algorithm, which is one of the successively updated adaptive algorithms,
More specifically, a synchronous Filtered-X LMS
A drive signal y is generated and output according to the algorithm.

That is, the controller 20 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) and has the latest reference signal x , The filter coefficients W _i of the adaptive digital filter W are sequentially output as a drive signal y at intervals of a predetermined sampling clock, while the members 35 from the engine 30 via the engine mount 1 are output.
As vibrations transmitted reduced to the filter coefficient W _i of the adaptive digital filter W executes a process of appropriately updated based on the reference signal x and the residual vibration signal e.

The updating equation of the adaptive digital filter W is given by F
The following equation (1) is obtained according to the filtered-X LMS algorithm. _{W i (n + 1) =} W i (n) -αR T e (n) ...... (1) where, indicates that a value at term time n stick is (n), also, alpha is a convergence factor This is a coefficient that is called and is related to the convergence speed of the filter coefficient W _i and its stability. R ^T is theoretically a value (reference signal or Filtered-X signal) obtained by filtering the reference signal x with a transfer function filter C フ ィ ル タ that models a transfer function C between the engine mount 1 and the acceleration sensor 22. However, in this embodiment, the synchronous Filtered-X LM is used.
Since the reference signal x is an impulse train as a result of applying the S algorithm, the impulse response of the transfer function filter C ＾ coincides with the sum of the impulse response waveforms at time n when the impulse responses are successively generated in synchronization with the reference signal x. .

Further, theoretically, the reference signal x is filtered by the adaptive digital filter W to generate the drive signal y. The filtering process corresponds to the convolution operation in the digital operation. Since it is an impulse train, as described above, even when the latest reference signal x is input, each filter coefficient W _i of the adaptive digital filter W is sequentially output as a drive signal y at intervals of a predetermined sampling clock. , The same result as when the result of the filter processing is the drive signal y.

Further, the controller 20 outputs a drive signal y
The maximum value W _MAX of the filter coefficient W _i output as is found, and it is determined whether or not the maximum value W _MAX exceeds a predetermined limit value W _LMT, and if so, the maximum value W _MAX Is the same size as the limit value W _LMT ,
Arithmetic processing for reducing all the filter coefficients _Wi by the same ratio β is executed. The ratio β is the maximum value W
_Since the result of multiplying _MAX by β only needs to match the limit value W _LMT , β = W _LMT / W _MAX (2) is obtained.

Further, the controller 20 estimates a required control force F _REQ required to be generated in the engine mount 1 in order to cancel the vibration generated in the engine 30 and input to the engine mount 1 at the present time. The level of the drive signal y required to generate the required control force F _REQ is determined, and an arithmetic process of setting the determined level of the drive signal y as the limit value W _LMT is executed. That is, the limit value W _LMT is not a fixed value,
It is set appropriately according to the state of occurrence of vibration in the engine 30.

Next, the operation of this embodiment will be described. That is,
When the engine shake occurs, as a result of appropriately selecting the flow path shape and the like of the orifice 5a, this engine mount 1
Functions as a supporting device having a high dynamic spring constant and a high damping force, the engine shake generated by the engine 30 is attenuated by the engine mount 1 and the vibration level on the member 35 side is reduced. In such a case, it is not necessary to displace the movable member 12 in particular.

On the other hand, when the fluid in the orifice 5a is in the stick state and the vibration of the frequency higher than the idle vibration frequency at which the fluid cannot move between the main fluid chamber 15 and the sub-fluid chamber 16 is inputted, The controller 20 executes a predetermined calculation process, outputs a drive signal y to the electromagnetic actuator 13, and generates an active control force capable of reducing vibration in the engine mount 1.

This will be described in detail with reference to FIG. 2 which is a flowchart showing the outline of the processing executed in the controller 20 when idle vibration and muffled sound vibration are input.
First, after predetermined initialization is performed in step 101, the process proceeds to step 102, where the reference signal ^RT is calculated based on the transfer function filter C #.
In this step 102, the reference signal ^{RT for} one cycle is calculated collectively.

[0048] 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. When the drive signal y is output in step 104, the process proceeds to step 105, where the residual vibration signal e is read, the counter j is cleared to zero in step 106, and then the process proceeds to step 107, where the j-th filter of the adaptive digital filter W The coefficient W _j is updated according to the above equation (1).

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, Then, the process proceeds 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, the counter j counts the number of outputs T _y (exactly,
Counter j is to start from 0, and determines whether the reached from the output times T _y to a value) obtained by subtracting 1. This determination, the filter coefficient W _i of the adaptive digital filter W after outputting the drive signal y in step 104, the filter coefficient of the adaptive digital filter W, the drive signal y
Is to determine whether or not the necessary number has been updated. Therefore, the determination in step 109 is "N
In the case of "O", after the counter j is incremented in step 111, the process returns to step 107 to repeatedly execute the above-described processing.

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.
0 migrated, each filter coefficient W _j of the adaptive digital filter W is for suppressing it before the divergence, divergence suppression processing is performed. The specific operation when this divergence suppression processing is executed will be described later. When the process of step 110 is completed, the process proceeds to step 112,
Here, after the counter i is incremented, the processing of step 104 is executed,
Wait until the time corresponding to the clock interval has elapsed,
After the time corresponding to the sampling clock has elapsed,
Returning to step 104, the above processing is repeatedly executed.

However, if it is determined in step 108 that the reference signal x has been input, the flow advances to step 113 to add 1 to the counter i (exactly, since the counter i starts from 0). _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 such processing, as shown in FIG. 4 showing the relationship among the reference signal x, the drive signal y, and the transfer function filter C ＾,
From the controller 20 to the engine mount 1,
From the time when the reference signal x is input, the filter coefficients W _i of the adaptive digital filter W are sequentially supplied as the drive signal y at intervals of the sampling clock, and each filter coefficient W _i of the adaptive digital filter W is Synchronous F
Since each of the filter coefficients W of the adaptive digital filter W is successively updated by the above (1) according to the filtered-X LMS algorithm,
_{After i} converges to the optimal value, the drive signal y is supplied to the engine mount 1 to reduce idle vibration and muffled sound vibration transmitted from the engine 30 to the member 35 via the engine mount 1. Become like The control force of the engine mount 1 is controlled by the electromagnetic force generated by the electromagnetic actuator 13.
2 vibrates, and the vibration is obtained by acting as a force between the inner cylinder 3 and the outer cylinder 7 via the fluid in the main fluid chamber 15 and the expansion spring of the support elastic body 6.

Meanwhile, specific flow of divergence suppression processing in step 110 it is shown in FIG. 3, first, in the step 201, and calculates the current engine speed N based on the output times T _y . Here, the number of output times T _y is the output frequency of the drive signal y of between the time in which one of the reference signal x are input to the next reference signal x is supplied, the output interval of the drive signal y is sampled · since the clock is known and the input interval and rotational speed of the crankshaft of the reference signal x from it is in a fixed relationship which is determined by the engine model, based on the output times T _y, the engine speed N It is required.

Next, the routine proceeds to step 202, where a required control force F _REQ is determined based on the engine speed N by referring to a map (not shown). That is, the magnitude of the excitation force input to the engine mount 1 due to the vibration generated by the engine 30 is often substantially determined by the engine speed N, and the control for canceling the excitation force input to the engine mount 1 is performed. Since the force needs to be generated by the engine mount 1, the excitation force for the engine speed N is actually measured in advance for each engine type, and the relationship between the two is stored in a map. If the exciting force is read out with reference to the map, the read out exciting force becomes the necessary control force _FREQ .

When the required control force F _REQ is obtained, the process _proceeds to step 203, where the magnitude of the filter coefficient W _i capable of generating the required control force F _REQ is obtained, and the result is expressed as the limit value W
Set as _LMT . As a specific method for obtaining the magnitude of the filter coefficient W _i capable of generating the required control force F _REQ , for example, the drive signal y and the generated control force are actually measured in advance with the engine mount 1 actually mounted. The relationship between the two may be stored in a map, and the corresponding drive signal y may be read out with reference to the map based on the required control force F _REQ .

Then, the process proceeds to a step 204, wherein the maximum value W _MAX of the filter coefficient W _i of the adaptive digital filter W is obtained.
Search for. Since the number of filter coefficients W _i is not so large, it is sufficient to simply compare each filter coefficient W _i to find the maximum value W _MAX . Then, step 2
The process proceeds to 05, and it is determined whether or not the maximum value W _MAX exceeds the limit value _WLMT . At this time, control if a stable state, the filter coefficient W _i of the adaptive digital filter W so as to generate the required control force F _REQ or more control force is updated is not considered. In other words, if the determination in step 205 is "NO", it can be determined that the control does not particularly have a tendency to diverge, so that the processing of step 206 and subsequent steps are not executed, and the processing of FIG.

Here, when some disturbance is applied in a slightly unstable state (for example, when an exciting force other than engine vibration is input to the acceleration sensor 22) or the like, as shown in FIG. The higher order of the reference signal x (in this example, 2
The following frequency component appears in the drive signal y, and the drive signal y is included in the residual vibration signal e and taken into the controller 20 so that the filter coefficient W _i of the adaptive digital filter W becomes higher. The control may reach a divergent state due to a vicious cycle in which the vibrations grow in the direction of reducing the vibration and the higher-order frequency components in the drive signal y further increase. Then, in the process leading to such divergence, the level of the drive signal y tends to increase as compared with the level in the stable state.

For this reason, when the divergence state as described above is about to occur, at a certain point in time, the determination in step 205 is "YE
S ", and then proceeds to step 206, the (2) the ratio β is calculated according to equation, and then proceeds to step 207, the size of all the filter coefficients W _i is proportionally reduced according to (3) below . W _i = β · W _i (3) Then, the output waveform of the drive signal y becomes, as shown in FIG.
Even if the maximum value exceeds the limit value W _LMT , the maximum value becomes the limit value W
_{Since the} entire drive signal y is forcibly returned to a value equal to or less than the _LMT, a phenomenon that harmonic components that increase divergence are included in the residual vibration signal e and further deteriorate the divergence state is cut off. .

In other words, according to the present embodiment, it is possible to suppress the symptom when the sign appears before the control diverges. For example, it is possible to stop the vibration reduction control after the control diverges. Unlike the conventional solution, it is a very effective solution without having to stop the vibration reduction control. Further, instead of simply reducing only the maximum value W _MAX, since the by proportionally reduced across filter coefficients W _i as a drive signal y at the same rate beta, a result of the reduced filter coefficients W _i, drive signals harmonics are superimposed on y,
There is no divergence.

Then, instead of setting the limit value WLMT to a fixed value,
Since the setting is made in accordance with the required control force FREQ, this can be suppressed immediately after the shift to the divergence tendency, so that a very efficient divergence suppression process can be performed. Further, in the present embodiment, since the configuration for estimating the required control force FREQ based on the engine speed N is adopted,
The required control force FREQ can be obtained relatively easily, and there is no need to provide a sensor or the like for detecting the exciting force from the engine mount 30 to the engine mount 1 in order to obtain the required control force FREQ. Therefore, there is no need to worry about a decrease in detection accuracy due to sensor deterioration,
It is also advantageous in terms of cost.

In this embodiment, the engine mount 1 corresponds to the control vibration source, the processing in step 205 corresponds to the limit value excess determining means, and steps 206 and 2
07 corresponds to the drive signal reduction means,
2 process corresponds to the necessary control Chikara推 constant means, step 20
3 corresponds to the limit value setting means, and the processing of step 201 corresponds to the engine speed detecting means.
Step 4 corresponds to the drive signal generation means.
And 107 correspond to adaptive processing means.

FIG. 7 is a view showing a second embodiment of the present invention. In the second embodiment, the present invention is applied to an engine mount similar to that of the first embodiment, and FIG. ,
4 is a flowchart showing a specific flow of a divergence suppression process, similarly to FIG. 3 of the first embodiment. Since the other configuration is the same as that of the first embodiment, its illustration and description are omitted.

That is, in this embodiment, the contents of the processing in steps 201 and 202 of the divergence suppression processing are the same as those in the first embodiment, but from step 202 to step 301.
Then, the required control force F _REQ is compared with the limit control force F _LMT that can be generated by the engine mount 1 to the maximum. If it is determined that the required control force F _REQ is smaller than the limit control force F _LMT ,
The process proceeds to step 203, and the same processing as in the first embodiment is executed, but the limit control force F _LMT is more necessary than the required control force F _REQ.
If it is determined that it is smaller than the threshold value, the process _proceeds to step 302, where the magnitude of the filter coefficient W _i capable of generating the limit control force F _LMT is obtained, and the result is set as the limit value W _LMT . As a specific method for obtaining the magnitude of the filter coefficient W _i capable of generating the limit control force F _LMT , for example, the drive signal y is gradually reduced from zero while the engine mount 1 is actually mounted in advance. It is sufficient to measure the actually generated control force and find the maximum value while increasing the control force.

That is, in this embodiment, the required control force F _REQ
Or, based on the smaller of the limit control force _FLMT ,
The limit value W _LMT is set. Step 20
After completing the processing of step 3 or step 302, step 20
4 and thereafter, the same processing as in the first embodiment is executed. Even with such a configuration, the necessary control force F
_{When REQ} is smaller than the limit control force _FLMT , the same operation and effect as in the first embodiment can be obtained.

Then, the required control force F _REQ becomes the limit control force F
_{When LMT} is exceeded, the limit value W is set based on the limit control force _{FLMT.
Since the LMT} is set, a drive signal y that generates a control force exceeding the limit control force F _LMT is not supplied to the engine mount 1, and the response of the control force to the drive signal y is extremely low. There is an advantage that it is possible to prevent a high-frequency component which is not included in the reference signal x due to a non-linear response from appearing in control vibration and causing divergence of the control system.

[0065] Incidentally, when the always results in a structure to set a limit value W _LMT based on critical control force F _LMT, in the possible situations cancel vibration at low control force than the limit control force F _LMT is divergence If the maximum value W _MAX of the filter coefficient W _i does not reach the level at which the limit control force F _LMT is generated even if it occurs, the divergence suppression effect cannot be obtained, and the divergence becomes effective when a disturbance or the like is input. Although it cannot be suppressed, this embodiment does not cause such a problem.

Here, in this embodiment, step 203,
The processing of 301 and 302 constitutes a limit value setting unit. FIGS. 8 and 9 are views showing a third embodiment of the present invention. This third embodiment also applies the present invention to the same engine mount as the first embodiment described above.
FIG. 9 is a block diagram showing the connection status of the controller 20, and FIG. 9 is a flowchart showing a specific flow of the divergence suppressing process, similarly to FIG. 3 of the first embodiment.
Since the other configuration is the same as that of the first embodiment, its illustration and description are omitted.

That is, in this embodiment, as shown in FIG.
The controller 20 includes a reference signal x and a residual vibration signal e.
In addition, a switch signal SW output from the air conditioner switch sensor 23 as an air conditioner operation state detecting means for detecting the on / off state of the air conditioner;
A shift lever signal SH output from a shift lever sensor 24 as shift lever operation position detecting means for detecting an operation position of a shift lever of the transmission is supplied.

The air conditioner switch sensor 23 is constituted by, for example, a known mechanical or electrical switch that operates in conjunction with an operation switch of the air conditioner. When the air conditioner is on, a logical value “1” is set. "Is output.
Further, in this embodiment, the shift lever sensor 24 detects whether or not the shift lever is in the neutral position. For example, a known mechanical or electric device that operates in conjunction with the operation of the shift lever is provided. When the shift lever is at a position other than the neutral position, the shift lever signal SH having the logical value “1” is output.

[0069] On the other hand, when the divergence suppression processing of FIG. 9 is executed, first calculates the engine speed N based on the output times T _y in the step 201, then the process proceeds to step 401, and the air conditioner switch signal SW , The shift lever signal SH, and then proceeds to step 402,
Based on the engine speed N, the air conditioner switch signal SW, and the shift lever signal SH, an engine load EL currently applied to the engine 30 is estimated. Then, the routine proceeds to step 403, where the required control force F _REQ is calculated based on the engine load EL.

That is, since the vibration generated in a normal engine increases in proportion to the applied load, the magnitude of the generated vibration is estimated based on the engine load EL. The required control force F _REQ can be obtained. And the engine load EL is
Although it is possible to directly measure by providing a torque sensor on the crankshaft, in this embodiment, based on the engine speed, the on / off state of the air conditioner, and the shift lever position, which are relatively easy to detect, By indirectly detecting the engine load EL, a significant increase in cost is prevented. The engine load EL
The relationship between the engine speed and the engine speed may be measured in advance for each engine model, the engine load increases when the air conditioner is on, and the engine load increases considerably when the shift lever is in the neutral position. Since the engine load becomes smaller, the engine load EL can be estimated to some extent from the engine speed N, the on / off state of the air conditioner, and the shift lever position.

When the processing in step 403 is completed, the flow shifts to step 301, and thereafter, in the second embodiment or the first embodiment.
The same processing as in the embodiment is executed. Even in the configuration of the present embodiment, when the maximum value W _MAX exceeds the limit value W _LMT , each filter coefficient W _i is reduced by the ratio β. The same operation and effect as the example can be obtained.

Further, in this embodiment, since the required control force FREQ is estimated based on the engine load, the required control force FREQ can be obtained relatively easily, and the required control force FREQ is obtained. For this reason, for example, it is not necessary to provide a sensor or the like for detecting the exciting force from the engine mount 30 to the engine mount 1, so that there is no need to worry about a decrease in the detection accuracy due to the deterioration of the sensor, and the cost is also reduced. It is advantageous.

Here, in this embodiment, the processing of step 402 corresponds to the engine load detection and estimation means,
The process 01 corresponds to the engine speed detecting means. In the third embodiment, the engine load EL is estimated based on three factors: the engine speed N, the on / off state of the air conditioner, and the shift lever position. However, any combination of these is possible. Yes, the engine load EL may be estimated based on any two or one of the three, and in some cases, the engine load EL may be considered in consideration of other factors that affect the engine load EL. The EL may be estimated. Further, a torque sensor for detecting the torque of the crankshaft may be provided to directly detect the engine load EL.

In each of the above embodiments, the case where the synchronous Filtered-X LMS algorithm is used as the adaptive algorithm has been described. However, the applicable adaptive algorithm is not limited to this. For example, a general Filtered-X LMS algorithm is used. -XLMS algorithm or the like. In the first and second embodiments, the required control force F _REQ is estimated based on the engine speed N, and in the third embodiment, the required control force F _REQ is estimated based on the engine load EL. However, the configuration may be such that the required control force F _REQ is estimated in consideration of not only one of them but also both the engine speed N and the engine load EL.

Further, in each of the above embodiments, the case where the present invention is applied to an active engine mount for reducing the vibration transmitted from the engine 30 of the vehicle to the member 35 has been described. The present invention is not limited to this, and may be a device that reduces vibration generated from components other than the engine 30, or may be applied to devices other than vehicles, such as devices that reduce vibration transmitted from machine tools to the floor. You may.

Further, the ratio β does not necessarily have to be calculated according to the above equation (2).
For example, it may be calculated the ratio β of the denominator of the right side of the equation (2) as a slightly larger value than the maximum value W _MAX. In this case, as compared with the case of calculating the ratio β in the above equation (2), since the filter coefficient W _i is somewhat smaller by the reduction calculation in step 207, the divergence inhibition increases.

[0077]

As described above, according to the first or fifth aspect of the present invention, when the drive signal exceeds the limit value, the drive signal is reduced, so that the control diverges. Is effectively suppressed, so that very stable vibration reduction control is executed.

In particular, according to the second or sixth aspect of the present invention, since the drive signal is reduced at a predetermined ratio, the reduced drive signal causes high-frequency components not included in the reference signal to be superimposed on the drive signal. As a result, it is possible to prevent the control system from diverging, so that the effect of the invention according to claim 1 or claim 5 can be more stably exhibited.

According to the third or seventh aspect of the present invention, since the limit value is set based on the required control force, the operation of the first or fifth aspect of the present invention is ensured. It has the effect of being able to be exhibited. And
According to the invention according to claim 4 or claim 8, the limit value is
Since the setting is made based on the smaller of the necessary control force and the limit control force, the effect of the invention according to claim 1 or claim 5 can be more reliably exerted.

According to the ninth to thirteenth aspects of the present invention, the required control force is estimated based on the engine speed or the engine load, so that the required control force can be obtained relatively easily. In addition, there is an effect that it is advantageous in terms of cost.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view showing an overall configuration of a first embodiment of the present invention.

FIG. 2 is a flowchart showing an outline of processing executed in a controller.

FIG. 3 is a flowchart illustrating an outline of a divergence suppression process executed in the controller according to the first embodiment.

FIG. 4 is a waveform diagram illustrating a relationship among a reference signal, a drive signal, and a transfer function filter.

FIG. 5 is a waveform diagram showing a state of a drive signal and a residual vibration signal when control diverges.

FIG. 6 is a waveform diagram of a drive signal for explaining the operation of the embodiment.

FIG. 7 is a flowchart illustrating an outline of a divergence suppression process executed in a controller according to a second embodiment.

FIG. 8 is a block diagram illustrating a system configuration according to a third embodiment.

FIG. 9 is a flowchart illustrating an outline of a divergence suppression process executed in the controller according to the third embodiment.

[Explanation of symbols]

Reference Signs List 1 engine mount (control vibration source) 13 electromagnetic actuator 20 controller 21 pulse generator (reference signal generating means) 22 acceleration sensor (residual vibration detecting means) 23 air conditioner switch sensor (air conditioner operating state detecting means) 24 shift lever sensor ( Shift lever operation position detecting means) 30 engine (vibration source) x reference signal y drive signal e residual vibration signal

Continuation of the front page (56) References JP-A-5-241581 (JP, A) JP-A-5-80781 (JP, A) JP-A-4-282695 (JP, A) JP-A-4-282696 (JP) JP-A-5-40488 (JP, A) JP-A-5-249984 (JP, A) JP-A-55-102020 (JP, A) JP-A-6-209232 (JP, A) 7-64573 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) G05D 19/02 G05B 13/02 G05B 11/36 507 G10K 11/178

Claims (13)

(57) [Claims] 1. A control vibration source capable of generating a control vibration that interferes with a vibration emitted from a vibration source, a reference signal generating means for detecting a vibration generation state of the vibration source and outputting as a reference signal, a filter coefficient variable Adaptive digital filter,
A drive signal generating means for filtering the reference signal with the adaptive digital filter to generate a drive signal for driving the control vibration source; and a residual vibration detecting means for detecting the vibration after the interference and outputting the vibration as a residual vibration signal. Adaptive processing means for updating a filter coefficient of the adaptive digital filter according to an adaptive algorithm based on the reference signal and the residual vibration signal so as to reduce the vibration after the interference; A limit value excess determining means for determining whether the maximum value of the drive signal exceeds the limit value, and a maximum value of the drive signal when the maximum value of the drive signal exceeds the limit value. And a drive signal reducing means for reducing the drive signal so as not to exceed the limit value. 2. The active vibration control device according to claim 1, wherein the drive signal reducing unit reduces the drive signal at a predetermined ratio such that a maximum value of the drive signal does not exceed the limit value. 3. A necessary control Chikara推 constant means to estimate the required control force required for the control vibration source in order to cancel out the vibration, limit value setting means for setting the limit value based on the required control force The active vibration control device according to claim 1 or 2, further comprising: 4. The active device according to claim 3, wherein the limit value setting means sets the limit value based on the smaller of the required control force or a limit control force that can be generated maximum by the control vibration source. Type vibration control device. 5. A control vibration source capable of generating a control vibration that interferes with a vibration emitted from an engine, a reference signal generating means for detecting a vibration generation state of the engine and outputting it as a reference signal, and an adaptive filter coefficient variable. A digital filter; a drive signal generating means for filtering the reference signal with the adaptive digital filter to generate a drive signal for driving the control vibration source; and a residual for detecting the vibration after the interference and outputting it as a residual vibration signal. Vibration detecting means, adaptive processing means for updating a filter coefficient of the adaptive digital filter according to an adaptive algorithm based on the reference signal and the residual vibration signal so as to reduce the vibration after the interference, and a maximum value of the drive signal Limit value determining means for determining whether or not exceeds a predetermined limit value, and the limit value excess determining means. Drive signal reducing means for reducing the drive signal at a predetermined ratio so that the maximum value of the drive signal does not exceed the limit value when it is determined that the maximum value of the drive signal exceeds the limit value. And an active vibration control device for a vehicle. 6. The active vibration control device for a vehicle according to claim 5, wherein said drive signal reducing means reduces said drive signal at a predetermined ratio such that a maximum value of said drive signal does not exceed said limit value. 7. A necessary control Chikara推 constant means to estimate the required control force required for the control vibration source in order to cancel out the vibration, limit value setting means for setting the limit value based on the required control force The active vibration control device for a vehicle according to claim 5 or 6, further comprising: 8. The vehicle according to claim 7, wherein the limit value setting means sets the limit value based on the smaller of the required control force or a limit control force that can be generated by the control vibration source at a maximum. Active vibration control device. 9. provided the engine speed detecting means for detecting the engine speed, the required control Chikara推 constant means, according to claim 7 or claim 8, wherein estimating the required control force based on the engine rotational speed Active vibration control device for vehicles. 10. provided an engine load detecting estimation means for detecting or estimating the engine load, the required control Chikara推 constant means, according to claim 7 or claim 8, wherein estimating the required control force based on the engine load Active vibration control device for vehicles. 11. An active vibration control for a vehicle according to claim 10, further comprising an engine speed detecting means for detecting an engine speed, wherein said engine load detecting and estimating means estimates an engine load based on said engine speed. apparatus. 12. An air conditioner operation state detecting means for detecting an on / off state of the air conditioner, wherein the engine load detection estimating means estimates an engine load based on the on / off state of the air conditioner. The active vibration control device for a vehicle according to claim 10. 13. A shift lever operating position detecting means for detecting an operating position of a shift lever of a transmission, wherein the engine load detecting and estimating means estimates an engine load based on the operating position of the shift lever. The active vibration control device for a vehicle as described in the above.