JPH05172182A - Vibration or noise reducing device for vehicle - Google Patents

Abstract

PURPOSE:To shorten a time to reach the minimum, as for vibratin or noise of a vehicle. CONSTITUTION:Vibration of steering at idle running is decreased by vibrating a radiator 1 by means of a first and a second exciting machines 7,8. Only the phase and the amplitude of the first exciting machine 7 are controlled by feedback so as to minify the vibration of steering, and the phase and the amplitude of the second exciting machine 8 is obtained by adding optimum phase difference and optimum amplitude difference respectively to the phase and the amplitude of the first exciting machine 7.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle vibration or noise reduction device.

[0002]

2. Description of the Related Art The applicant of the present invention has a vehicle vibration reducing apparatus which is provided with a pair of vibration exciters, and is capable of reducing the vibration of the vehicle by controlling the phase and amplitude which are the control parameters of the pair of vibration exciters. In, while the second exciter is vibrating at a constant phase and amplitude, only the phase of the vibration of the first exciter is feedback-controlled to obtain the optimum phase when the vibration of the vehicle is minimized. Then, the phase of the vibration of the first vibration exciter is fixed and the amplitude is feedback-controlled to search for the optimum amplitude when the vibration of the vehicle is minimized. A vehicle vibration reduction device has been proposed in which the optimum phase and the optimum amplitude of the vibration of the second vibration exciter are searched for by the same method while the vibrations are being vibrated at the same time and the amplitude (Japanese Patent Application No. 3-2. See 0268 issue).

[0003]

However, in this apparatus, the first shaker is feedback-controlled to search for the optimum phase, the optimum amplitude is searched for, and then the second shaker is feedback-controlled to determine the optimum phase. After the search, the optimum amplitude is searched for, and the operation is repeated to control the vibration of the vehicle so as to minimize the vibration. Therefore, there is a problem that it takes time to reach the minimum vibration.

[0004]

In order to solve the above problems, according to the present invention, a plurality of actuators are provided, and each actuator is actuated based on a control parameter of each actuator to reduce vibration or noise of a vehicle. In a vehicle vibration or noise reduction device configured to generate vibrations or sounds of approximately opposite phases to reduce vehicle vibration or noise, feedback of at least one actuator control parameter to reduce the vehicle vibration or noise. The control means is provided with means for controlling, and means for calculating control parameters of the actuators other than the at least one actuator according to the engine operating state with reference to the control parameters of the at least one actuator.

[0005]

The control parameter of at least one actuator is feedback-controlled so as to reduce the vibration or noise of the vehicle. The control parameters of the other actuators are calculated according to the engine operating state with reference to the control parameters of the at least one actuator.

Therefore, since the control parameter is feedback-controlled only for at least one actuator, the time until the vibration or noise of the vehicle is minimized can be shortened.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a front view of a vehicle vibration reducing device for reducing vehicle vibration during idle operation, and FIG. 2 is a side view of FIG. Referring to FIGS. 1 and 2,
The upper end of the radiator 1 is supported by an upper support 3 via a support body 2 made of rubber, and the radiator 1 is vertically movable. The lower end of the radiator 1 is supported by the first and second vibrators 7 and 8 at the left and right ends of the lower tank 4 at the lower end of the radiator 1 via arms 5 and 6, respectively. The first and second vibrators 7 and 8 are fixed on a front cross member 9, and an internal combustion engine is mounted on a body frame (not shown) connected to the front cross member 9.

FIG. 3 shows an enlarged sectional view of the first vibration exciter 7. Referring to FIG. 3, a support piston 11 provided at a lower portion of the vibrator 7 is fixed to the front cross member 9. The support piston 11 is a cylindrical case 12 of the vibrator 7.
It is inserted into the inside from below, and a cylindrical nut 13 is screwed onto the lower end of the case 12. Support piston 11
Penetrates the nut 13. The case 12 and the nut 13 are slidably displaceable along the outer peripheral surface of the support piston 11, and a disc spring 14 is arranged between the support piston 11 and the nut 13, so that the case 12 and the nut 1 are provided.
3 is urged downward relative to the support piston 11. A piezoelectric element 15 is provided in the case 12.
The upper end of the piezoelectric element 15 is engaged with the upper bottom surface of the case 12, and the lower end of the piezoelectric element 15 is engaged with the upper end of the support piston 11. The outer circumference of the nut 13 is connected to the arm 5 via an annular rubber bush 16.

The piezoelectric element 15 is the electronic control unit 2
0 (see FIG. 4). The piezoelectric element 15 expands and contracts according to the applied voltage,
When is expanded and contracted, the case 12 and the nut 13 are displaced relative to the support piston 11. Therefore, when the voltage applied to the piezoelectric element 15 is changed, the nut 13 can be vibrated relative to the support piston 11 according to the change in the voltage. Therefore, a control voltage having a predetermined frequency, phase, and gain according to the engine speed is applied to the piezoelectric element 15 to apply the vibration to the vibration exciter 7.
Thus, the radiator 1 can be vibrated so as to cancel the vibration generated in the vehicle.

The second vibrator 8 also has the same structure as the first vibrator 7. FIG. 4 shows the electronic control unit 20.
The electronic control unit 20 consists of a digital computer, and ROMs connected to each other by a bidirectional bus 21.
(Read only memory) 22, RAM (random access memory) 23, CPU (microprocessor) 24,
It has an input port 25 and an output port 26.

An acceleration sensor 30 attached to a steering wheel (not shown) for detecting steering vibration is connected to an input port 25 via an AD converter 27. A crank angle sensor 31 that generates an output pulse each time the crankshaft rotates by a constant crank angle is connected to a sine wave generator 32 and an input port 25. Crank angle sensor 31
The engine speed is calculated based on the output pulse of the engine. A vehicle speed sensor 33 for detecting the vehicle speed is connected to the sine wave generator 32. Also, an igniter 34 that generates an ignition signal
Is connected to the input port 25.

The sine wave generator 32 generates a sine wave having a frequency f of the primary component of the engine explosion frequency obtained from the map based on the engine speed N. For example, in the case of a 6-cylinder engine, the frequency f is 25 Hz when the engine speed N is 500 rpm, and the frequency f is 30 Hz when the engine speed N is 600 rpm. Since the vehicle vibration reduction device of the present embodiment is a device for reducing the vibration of the vehicle during idle operation, the sine wave generator 32 generates an output, that is, a sine wave, only when it is determined to be during idle operation. To do. For example, when the engine speed is between 500 and 1200 rpm and the vehicle speed is 5 km / H or less, it is determined that the engine is idling.

If it is determined that the engine is not in idle operation, the sine wave generator 32 does not generate a sine wave, and therefore the first
And the second vibrators 7 and 8 cannot be operated. The amplitude A and the phase φ of the sine wave generated by the sine wave generator 32 are controlled by the electronic control unit 20. On the other hand, the output port 26 is connected to the first and second drive circuits 2
The first and second vibration exciters 7 and 8 are respectively connected via 8 and 29.

By the way, the first vibrator 7 is feedback-controlled to search the optimum phase, and then the optimum amplitude is searched,
Next, the second vibrator 8 is feedback-controlled to search for the optimum phase, and then the optimum amplitude is searched for. By repeating this operation, the vibration of the vehicle is controlled to be minimum. There is a problem that it takes time.

Therefore, in this embodiment, the first vibration exciter 7 and the second vibration exciter 7
The difference (optimal phase difference) between the respective phases (optimal phases) of the first exciter 7 and the second exciter 8 when the steering vibration is minimized by alternately performing feedback control with the exciter 8 ) Φdif and the difference between each amplitude (optimum amplitude) (optimum amplitude difference) Αdif hardly change due to factors other than the engine speed, so that only the first vibration exciter 7 is feedback controlled. , The second shaker 8
Is controlled based on the phase and amplitude obtained by adding φdif and Adif to the phase and amplitude of the first vibration exciter 7, respectively.

As a result, the steering vibration can be sufficiently reduced, and the time required for the steering vibration to be minimized can be shortened. 5 to 8 show the main routine of this embodiment for controlling the vibration exciters 7, 8. Referring to FIGS. 5 to 8,
First, at step 40, the engine speed N _e is 500 rpm to 12
It is determined whether it is between 00 rpm. When a positive determination is made, the routine proceeds to step 41, where it is determined whether the vehicle speed V is 5 km / H or less. If a negative determination is made in either step 40 or step 41, the process proceeds to step 42, the flag F is reset, and then the process returns to step 40. If a positive determination is made in step 40 and step 41,
That is, if it is determined that the engine is in idle operation, step 4
The routine proceeds to step 3 and it is determined whether the flag F is 0 or not. First flag F
Is 0, an affirmative decision is made and the routine proceeds to step 44.

In step 44, the initial values φ of the phase and amplitude of the first vibrator 7 are calculated from the map based on the engine speed.
R ₁ and AR ₁ are read. In step 45, the optimum phase difference φdif and the optimum amplitude difference Adif are read from the map based on the engine speed. As described above, since the optimum phase difference φdif and the optimum amplitude difference Adif hardly change depending on factors other than the engine speed, as shown in FIG. 9, φdif and Adif are used as a map of the engine speed N _e . Given.

At step 46, the phase of the second vibration exciter 8
And initial value of amplitude φL₁And AL ₁Is calculated from
Be done. φL₁= ΦR₁+ Φdif AL₁= AR₁+ Adif In step 47, the first vibration exciter 7 has the phase φR.₁And shake
Width AR₁Can be operated with. In step 48, the second
Exciter 8 has phase φL₁And amplitude AL₁Work with
Be done. The detection value of the acceleration sensor 30 at this time is G₁Tosu
It In step 49, the flag F is set to 1.

In the subsequent processing cycle, since a negative determination is made in step 43, steps 44 to 49 are skipped. In step 50, m,
2 is stored in each of n. In step 51, initially, an optimum initial step width ΔφR ₁ is set to an initial value φ.
ΦR ₂ is added to R ₁ . In step 52, the optimum phase difference φdif is read from the map of FIG. Phase .phi.L ₂ of the second vibrator 8 is calculated by adding the φdif step 53 of the first vibrator 7 to the phase .phi.R _2.

ΦL ₂ = φR ₂ + φdif In step 54, the first exciter 7 is operated with the phase φR ₂ and the amplitude AR ₁ , and in step 55 the second exciter 8 is operated with the phase φL ₂ and the amplitude AL ₁ . Be punished.
The detection value of the acceleration sensor 30 at this time is stored in G ₂ . In steps 56 to 63, the phase φR of the first vibration exciter 7 is based on the detection value G of the acceleration sensor 30 so as to reduce the detection value G of the acceleration sensor 30, that is, to reduce the vibration of the steering. Feedback control is possible. In step 56, it is determined whether n is smaller than a predetermined value N, for example, 10. When the determination is affirmative, the routine proceeds to step 57, where ΔφR _n is calculated by the following equation.

ΔφR _n = K ₁ · (G _n-1 −G _n ) / ΔφR _n-1 where K ₁ is a positive coefficient. In step 58, φR
by adding the ΔφR _n to _{n φR n + 1} is determined. In step 59, the optimum phase difference φdif is read from the map of FIG. In step 60, φL _{n + 1} is obtained by adding φdif to φR _{n + 1} . As described above, since φdif is the difference between the optimum phases of the first shaker 7 and the second shaker 8,
When the phase .phi.R n _{+ 1} of the vibrator 7 is optimum phase, the phase .phi.L n _{+ 1} of the second vibrator 8 also becomes optimum phase. In step 61, the first shaker 7 is operated with the phase φR _{n + 1} and the amplitude AR ₁ , and in step 62 the second shaker 8 is operated with the phase φL _n .
_{Operated with n + 1} and amplitude AL ₁ . Step 6
In 3, n is incremented by 1, and the process returns to step 56.

Steps 57 to 63 will be described with reference to FIG. FIG. 10 shows the phase φR of the first vibration exciter 7.
The change of the detection value G of the acceleration sensor 30 when changing is shown. When φR is changed, the phase φL of the second vibration exciter 8 also changes, so the change in the detected value G also includes the change due to φL. The accelerations for the phases φR ₁ and φR ₂ are G ₁ and G ₂ , respectively. For example, if n = 2, then ΔφR ₂ = K ₁ · (G ₁ −G ₂ ) / ΔφR ₁ . That is, ΔφR ₂ is a positive coefficient K with respect to the slope between points X and Y on the curve corresponding to φR ₁ and φR ₂ , respectively.
It is a value obtained by multiplying by ₁ . Φ when G is minimum
The slope of the curve decreases as the value of R, φR _x , approaches. Therefore, as shown in FIG. 10, from the left side of φR _x , φR _x
ΔφR decreases as it approaches _x . Upon reaching the right side of .phi.R _x past the _{φR x, G n-1 -G} n are Derutafaiaru _n becomes a negative number to a negative number, the closer to the .phi.R _x leftward in the drawing Become. Thus, by repeating steps 57 to 63, G decreases and φR approaches φR _x .

Referring again to FIGS. 5-8, if steps 57-63 are repeated N-2 times, then φR
Next step 64 regardless of whether or not has reached φR _x.
Proceed to. In step 64, the first vibration exciter 7 is moved to the phase φR _N.
And the detection value G _N of the acceleration sensor 30 when the second vibrator 8 is operated with the phase φL _N and the amplitude AL _{1 while} being operated with the amplitude AR ₁ is stored in G ₁ . In step 65, initially, the optimum initial step width ΔAR ₁ is added to the initial value AR ₁ to obtain AR ₂ .
At step 66, the optimum amplitude difference Αdif is calculated from the map of FIG.
Is read. At step 67, the amplitude A of the first vibration exciter 7
The amplitude ΑL _{2 of the second} vibrator 8 is calculated by adding Αdif to R ₂ .

Α L ₂ = Α R ₂ + Α dif In step 68, the first exciter 7 is operated with the phase φR _N and the amplitude Α R ₂ , and in step 69 the second exciter 8 is operated with the phase φL _N and the amplitude AL ₂ . Be punished.
The detection value of the acceleration sensor 30 at this time is stored in G ₂ . In step 70, it is determined whether or not m is smaller than a predetermined value M, for example, 8. When the determination is affirmative, the routine proceeds to step 71, where ΔΑR _m is calculated by the following equation.

ΔΑR _m = K ₂ · (G _m-1 −G _m ) / ΔΑR _m-1 where K ₂ is a positive coefficient. In step 72, AR
ΑR m _{+ 1} is calculated by adding the ΔΑR _m to _m. In step 73, the optimum amplitude difference Adif is read from the map of FIG. At step 74, ΑL _{m + 1} is obtained by adding Αdif to ΑR _{m + 1} . As mentioned above, Αdif is the first
Since the vibrator 7 is the difference of the optimum amplitude of the second vibrator 8, if the amplitude [alpha] R m _{+ 1} of the first vibrator 7 is optimal amplitude, the amplitude of the second vibrator 8 .alpha.L m _{+ 1} Also becomes the optimum amplitude. Step 75
In step 76, the first shaker 7 is operated with the phase φR _N and the amplitude ΑR _{m + 1. In} step 76, the second shaker 8 is operated with the phase φL _N and the amplitude ΑL _{m + 1} . In step 77, m is incremented by 1, and the process returns to step 70.

When steps 71 to 77 are repeated M-2 times, the process proceeds to the next step 78 regardless of whether or not the phase A reaches the phase G R _X which minimizes G. In step 78, the detection value G _M of the acceleration sensor 30 when the second vibrator 8 was allowed vibrated at .phi.L _N and .alpha.L _M with the first vibrator 7 allowed to vibrate in .phi.R _N and [alpha] R _M is G
Stored in ₁ . _{Also, φR N, ΔφR N-1} , ΑR M,
ΔαR _M-1 is the initial value φR ₁ , ΔφR ₁ , αR ₁ , ΔΔR
They are stored in _{1 respectively} , and the process returns to step 40 again.

Thereafter, the above process is repeated, and control is performed so that the detection value of the acceleration sensor 30 is minimized. As described above, according to this embodiment, only the phase and the amplitude of the first vibrator 7 are feedback-controlled, and the phase and the amplitude of the second vibrator 8 are the phase and the amplitude of the first vibrator 7. Since the optimum phase difference φdif and the optimum amplitude difference Αdif are calculated in addition to the above, the time until the steering vibration is minimized can be shortened.

In this embodiment, vibration is detected by the acceleration sensor and the vibration exciter is operated based on the vibration to reduce the vibration of the vehicle. However, noise is generated by the microphone provided in the headrest of the seat. May be detected, and the speaker may be operated based on this to reduce the noise in the vehicle compartment.

[0029]

The time until the vibration or noise of the vehicle is minimized can be shortened.

[Brief description of drawings]

FIG. 1 is a front view of a vehicle vibration reduction device.

FIG. 2 is a side view of the vehicle vibration reduction device of FIG.

FIG. 3 is an enlarged sectional view of a vibration exciter.

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

FIG. 5 is a flowchart for executing control of the vibration exciter.

FIG. 6 is a flowchart for executing control of the vibration exciter.

FIG. 7 is a flowchart for executing control of the vibration exciter.

FIG. 8 is a flowchart for executing control of the vibration exciter.

FIG. 9 is a diagram showing a map of φdif and Αdif.

FIG. 10 is a diagram showing a relationship between a phase φR and a detected value G of an acceleration sensor.

[Explanation of symbols]

 7 ... 1st vibrator 8 ... 2nd vibrator 30 ... Acceleration sensor

Claims (1)

[Claims] 1. A plurality of actuators are provided, and each actuator is operated based on a control parameter of each actuator to generate a vibration or a noise having a phase substantially opposite to that of the vibration or the noise of the vehicle to reduce the vibration or the noise of the vehicle. In a device for reducing vibration or noise of a vehicle, the means for performing feedback control of a control parameter of at least one actuator so as to reduce vibration or noise of the vehicle, and control of an actuator other than the at least one actuator. A vehicle vibration or noise reduction device, comprising means for calculating a parameter according to an engine operating state with reference to a control parameter of the at least one actuator.