JPH05280586A - Vibration noise control device for vehicle - Google Patents

Abstract

PURPOSE:To improve follow-up quality and convergency relating to a changing system by calculating external signals of showing an engine operative condition in an electronic control unit, and continuously changing an updated correction amount of control signals based on these external signals. CONSTITUTION:A signal of a vibration noise sensor 17 is input to a DSP10, and an error signal epsilon between a vibration noise signal D from an engine 1 and a control signal Y is fed back to the DSP10. When a parameter mu of controlling an updated correction amount is input to a multiplier 26 from a control means 25, the correction amount is calculated by sum of products with the error signal epsilon and input to a multiplier 27. When a correction signal R is input to the multiplier 27, its output signal V is converted into a negative value, added with a signal from a W filter 19 and fed back. In the control means 25, the parameter mu is continuously changed in accordance with an external signal from an ECU5, to calculate a change amount of the parameter mu based on the external signal and the error signal epsilon. In this way, since the parameter mucan be large set when an engine speed is low generated, convergency can be prevented from worsening.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vibration noise control device for a vehicle, and more particularly to a vibration noise control device for a vehicle, which actively controls vibration noise generated by traveling of a vehicle and reduces the vibration noise. Regarding

[0002]

2. Description of the Related Art Recently, adaptive digital filters
(Adaptive Digital Filter: hereinafter referred to as "ADF")
Is actively used in various fields to develop an active vibration noise control device for attenuating vibration noise generated from a vibration noise source and reducing the vibration noise.

FIG. 4 is a block diagram showing the outline of a vibration noise control device of this type. The vibration noise control device includes a vibration noise sensor 102 for detecting vibration noise from a vibration noise source 101, and The vibration noise detected by the vibration noise sensor 102 is input as a reference signal x, and an adaptive control circuit 103 that outputs a control signal having a transfer characteristic having a phase opposite to the transfer characteristic of the reference signal x, and a vibration noise source The vibration noise signal d and the control signal y are added to output an error signal ε.

Further, the adaptive control circuit 103 has a finite length impulse response (Finite Impulse Response)
An RDF type ADF and an adaptive algorithm (calculation method) processing unit for generating an optimum control signal. Further, as an adaptive algorithm, specifically, a least mean square method (Least Mean Square Method: hereinafter, “LM
The "S method") is generally used.

In the conventional vibration noise control device, however, the vibration noise signal detected by the vibration noise sensor 102 is sampled by the A / D converter 105 and input to the adaptive control circuit 103 as a reference signal x of digital data. To be done. The digital signal output from the adaptive control circuit 103 is converted into an analog signal by the D / A converter 106, and is input to the adder 104 as the control signal y.

On the other hand, the adder 104 has a vibration noise source 1
The vibration noise signal d is input from 01, and the error signal ε between the vibration noise signal d and the control signal y is output from the adder 104 and fed back to the adaptive control circuit 103. That is, the error signal ε indicates the residual error between the vibration noise signal d and the control signal y, and the update correction amount calculated by the adaptive algorithm processing unit (controls the magnitude of the correction amount in each iteration). Parameter: step size parameter) μ is set to the desired value and error signal ε
A causal law is established so that is a minimum value, and the transfer characteristic of the antiphase, which is a control signal, is changed to reduce vibration noise. The error signal ε is usually set so that the mean square error {E (e ² )} of the error signal ε becomes the minimum value.

By the way, with respect to noise and ghosts generated during communication in electronic devices and the like, or vibration noise sources generated from ducts in factories, the phase waveform thereof rarely changes, and the system once identified in a steady state. Is extremely robust and the system is considered stable. In other words, regarding the vibration noise source generated from the ducts in the factory as described above, the system does not change greatly, so that the causality is established and the convergence time until the ADF converges to the optimum state becomes a problem. Is few.

However, when the vibration noise control device is applied to a vehicle such as an automobile to reduce the muffled noise and road noise in the passenger compartment or the secondary vibration of the engine, the noise is input to the adaptive control circuit 103. Since the vibration noise waveform of the reference signal x to be changed changes according to the operating state of the engine, it is difficult to establish the causality, and the convergence of the adaptive control deteriorates, so that the desired vibration noise cannot be reduced. There was a point.

That is, in the case of a steady vibration noise source generated from a duct or the like, as shown in FIG.
The reference signal x input to the adaptive control circuit 103 with respect to the vibration noise signal d input to the adder 104 with a predetermined time delay t from 01 outputs the control signal y following the change in the operating state of the engine. Therefore, the error signal ε can be made substantially zero, and vibration noise can be reduced.
On the other hand, in the case of a vehicle such as an automobile, the vibration noise waveform changes according to the engine operating parameters such as the engine speed and the load state, and it takes time to perform the calculation process. Since the vibration noise is controlled with respect to the waveform having the same vibration noise waveform as the input signal x at least one cycle later than the input signal x, desired rapid adaptive control can be performed. There was a problem that it could not be done.

The present invention has been made in view of the above problems, and provides a vehicle vibration noise control device having high convergence and good followability even with a system that changes momentarily. With the goal.

[0011]

In order to achieve the above object, the present invention provides at least one of a vehicle body and a vehicle interior due to a vibration noise source including at least a vehicle driving power plant.
A control signal that changes the transfer characteristic between the vibration noise source and the predetermined region is output by filtering a predetermined input signal with respect to periodic or quasi-periodic vibration noise generated in one or more predetermined regions. At least one of a plurality of vibration noise transmission paths formed between the first filter means and the vibration noise source and the predetermined region.
Electromechanical conversion means arranged in one or more vibration noise transmission paths for mechanically changing the transfer characteristics by the output of the first filter means, and vibration noise and electric power changed by the electromechanical conversion means. Error signal detection means for detecting a vibration noise error signal in the predetermined area, which is reduced by a three-dimensional sum of vibration noise from the vibration noise transmission path having no mechanical conversion means, the electromechanical conversion means, and Second filter means storing transfer characteristics of a vibration and noise transfer path formed between the error signal detecting means and the error signal detecting means;
Based on the detection result of the error signal detection means, the reference signal output from the second filter means, and the filter coefficient of the first filter means, the filter coefficient is set so that the vibration noise error signal has a minimum value. In a vehicle vibration noise control device having an updating means for updating, an external signal detecting means for detecting an external signal indicating an operating state of a vehicle driving engine is provided, and the updating means detects an update correction amount of the control signal. It has a control means for controlling, and the control means is provided with a changing means for continuously changing the update correction amount according to the detection result of the external signal detecting means.

Further, the vehicle driving engine has an operating state detecting means for detecting an operating state of the vehicle driving engine, and the operating state detecting means detects at least the engine speed and the absolute pressure in the intake pipe. Absolute pressure detection means, an injection amount detection means for detecting the fuel injection amount, and a valve opening degree detection means for detecting the valve opening degree of the throttle valve,
The external signal detected by the external signal detection means is at least one or more of a detection signal detected by the driving state detection means and a change speed signal and a change acceleration signal indicating a change degree of the detection signal. It is characterized by being composed of combinations.

Further, according to the present invention, the external signal detected by the external signal detecting means is arithmetically processed by the first arithmetic means and output, and the changing means outputs from the first arithmetic means. The present invention is characterized by having a second calculation means for calculating the change amount of the update correction amount based on the detected result of the external signal detection means and the detected result of the error signal detection means.

[0014]

As a factor for reducing the vibration noise generated from the vibration noise source in the active control, the reduction effect that minimizes the error rate indicating the convergence speed and residual error for early convergence to the desired control signal And the factors that control the convergence speed and reduction effect amount are (i) the number of taps (filter coefficients) of the filter used in the filter means that outputs the control signal, and (ii) the filter coefficient. Algorithm of updating means for updating and generating control signal (calculation method) (iii) Calculation speed of updating means (iv) It is considered that there is control means for controlling the update correction amount of the control signal.

However, (i) the convergence speed can be improved when the number of filter coefficient updates is small, but in order to obtain a certain reduction effect amount when the system becomes complicated as in a vehicle such as an automobile. Since it is required to update a large number of filter coefficients, it is almost impossible to reduce the number of filter coefficient updates and improve the convergence speed.

(Ii) As the adaptive algorithm used for the updating means, it is considered that the LMS method which has been generally used conventionally is most preferable.

(Iii) Regarding the calculation speed, there is a remarkable improvement in the calculation speed of the calculation element with the technological development in the computer field in recent years, but even with the current technology, it is only the calculation speed of the calculation element. It is difficult to cope with the improvement in the convergence speed.

On the other hand, (iv) the update correction amount controlled by the control means, that is, the set value of the step size parameter μ, has a limit represented by mathematical formula (1) in mathematical theory.
(For example, Haruo Hamada, “Basics of Adaptive Filters (2)”, Journal of Acoustical Society of Japan, Vol. 45, No. 9 (1989)).

[0019]

[Equation 1] Here, λmax is the maximum eigenvalue of the correlation matrix R having the root mean square value of the individual tap inputs of the filter means (ADF) and the correlation function between the tap inputs as elements. Regarding the setting of the step size parameter μ (update correction amount), if the value is set large, the convergence speed is improved, but the system is not stable, and if the value is set small, the system can be stabilized. However, there is a characteristic that the convergence speed decreases. And for practical applications,
As a measure against disturbance such as noise mixing, the step size parameter μ is set to a value much smaller than (1 / λmax) and close to “0” to stabilize the system. In particular, when an error due to noise is detected when the filter coefficient of the filter means reaches the vicinity of the optimum value, it is known that a so-called “fluctuation phenomenon” occurs, and in such a case, the value of the step size parameter μ is If it is large, the “fluctuation” also becomes large, and the amount of effect after convergence is also reduced. From this point of view, a method is conceivable in which the adaptive status of the system is grasped in the updating means and an appropriate calculation is performed to continuously change the step size parameter μ (update correction amount).

The present invention is intended to reduce the vibration noise in the vehicle by paying attention to the update correction amount. According to the configuration described in the above [Means for Solving the Problems],
An external signal indicating the operating state of the vehicle driving engine is detected, and the update correction amount continuously changes according to the detection result, so that a control signal that quickly follows the operating state of the engine is generated.

Further, since the external signal is composed of at least one or a combination of a change speed signal and a change acceleration signal indicating the operating state of the engine such as the engine speed and the degree of change thereof, the vibration and noise transfer characteristic. It is possible to quickly generate a control signal that responds to changes in the phase waveform of the.

Further, the external signal is processed and output by the first calculating means, and the changing means operates the second calculating means for calculating the change amount of the update correction amount based on the external signal and the error signal. Since it has, the calculation of the change amount of the update correction amount and the calculation processing for external signal detection are executed by separate calculation means, and it is possible to avoid a decrease in the convergence speed.

[0023]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is an overall configuration diagram showing an embodiment of a vehicle vibration noise control apparatus according to the present invention.

In the figure, 1 is a DOHC in-line 4-cylinder vehicle drive engine (hereinafter simply referred to as "engine") in which each cylinder is provided with an intake valve and an exhaust valve (not shown).
A throttle body 3 is provided in the middle of the intake pipe 2 of the engine 1, and a throttle valve 3'is provided inside thereof.
Are arranged. Further, a throttle valve opening degree (θTH) sensor 4 is connected to the throttle valve 3 ', and an electric signal corresponding to the opening degree of the throttle valve 3'is output to output an electronic control unit (hereinafter referred to as "ECU") 5 Supply to.

The fuel injection valve 6 is connected between the engine 1 and the throttle valve 3'and to a fuel pump (not shown) of the intake pipe 2 and electrically connected to the ECU 5, and the EC
The valve opening time of fuel injection is controlled by the signal from U5.

A branch pipe 7 is provided downstream of the throttle valve 3'of the intake pipe 2, and an absolute pressure (PBA) sensor 8 is attached to the tip of the branch pipe 7. The PBA sensor 8 is electrically connected to the ECU 5, and the intake pipe 2
The absolute pressure PBA therein is converted into an electric signal by the PBA sensor 8 and supplied to the ECU 5.

An engine speed (NE) sensor 9 is attached to the engine 1, not shown, for example, around the crankshaft.

The NE sensor 9 outputs a signal pulse (hereinafter referred to as "TDC signal pulse") at a predetermined crank angle position every 180 degrees rotation of the crankshaft of the engine 1, and the TD
The C signal pulse is supplied to the ECU 5.

The spark plug 11 of each cylinder of the engine 1 is
It is electrically connected to the ECU 5, and the ECU 5 controls the ignition timing.

A pair of self-expanding engine mounts 12a and 12b are provided at the front and rear of the engine 1. The self-expanding engine mounts 12a, 12
Specifically, b has elastic rubbers 13a and 13b at its upper end.
It is connected to the engine 1 via and the lower end is supported by the vehicle body claim 14.

The self-expanding engine mount 1 is also provided.
Voice coil motor (VCM) 1 for 2a and 12b
5a and 15b are internally provided, and EC is adjusted according to the vibration of the engine.
The vibration of the engine is controlled by the signal from U5. That is, the self-expanding engine mounts 12a and 12b are
It is possible to prevent the elastic rubbers 13a and 13b fixed to the vibration source side (engine 1) from expanding and contracting by transmitting the vibration of the vibration source to the vehicle body, which has a liquid chamber (not shown) filled with liquid inside. To do.

Further, a vibration noise control system 16 for actively reducing the vibration noise of the engine is electrically connected to the ECU 5, and the vibration noise control system 16 controls the vibration noise by a signal from the ECU 5. ..

Thus, the ECU 5 shapes the input signal waveforms from the various sensors described above, corrects the voltage level to a predetermined level, and converts the analog signal value into a digital signal value. A central processing circuit (hereinafter referred to as "CPU") 5b, a storage means 5c including ROM and RAM for storing various calculation programs executed by the CPU 5b, various maps to be described later, and calculation results, and the fuel injection valve. 6, an output circuit 5d for supplying an output signal to the spark plug 11 and the vibration noise control system 16.

Further, the CPU 5b calculates the fuel injection time TOUT of the fuel injection valve 6 in synchronization with the TDC signal pulse based on the mathematical expression (2) according to the operating state of the engine. TOUT = TiM × K1 + K2 (2) Here, TiM is the basic fuel injection time set according to the engine speed NE and the intake pipe absolute pressure PBA, and this TiM value is stored in the storage means 5c (ROM). The TiM map for determining is stored in advance.

Further, K1 and K2 are correction coefficients and correction variables calculated according to various engine parameter signals, respectively, and show various characteristics such as fuel consumption characteristics and acceleration characteristics according to the operating state of the engine for each cylinder. It is set to a predetermined value so that optimization can be achieved.

Further, the CPU 5b has the above-mentioned engine parameters (engine speed NE, intake pipe absolute pressure PB).
A, fuel injection time TOUT, throttle valve opening θT
H) is taken in and the change speed signal (first-order differential signal) indicating the degree of change of these detection signals, that is, dN
E / dt, dPBA / dt, dTOUT / dt and dθ
TH / dt, and a change acceleration signal (second-order differential signal),
That is, d ² NE / dt ² , d ² PBA / dt ² , d ² TO
UT / dt ² and d ² θTH / dt ² are calculated, and vibration noise control is performed by using a signal that is a combination of at least one or more of these engine parameter detection signal, change speed signal, and change acceleration signal as an external signal. Supply to system 16.

The vibration noise control system 16 is specifically constructed as shown in FIG.

Reference numeral 17 denotes a vibration noise sensor disposed near the engine 1. The vibration noise signal (analog signal) detected by the vibration noise sensor 17 is supplied to the A / D converter 18 at a predetermined sampling interval T. Quantized at (sampling frequency (1 / T)) and converted to digital signal, DSP (Digital Signal Process) capable of high-speed operation
or) 10 is input as the reference signal X. In particular,
The reference signal X is input to a Wiener filter (hereinafter referred to as “W filter”) 19 as an ADF, and a product sum operation is performed with the reference signal X to generate a digital signal X ′ for controlling the vibration noise transfer characteristic as a W filter. It is output from 19. Then, after being converted into an analog signal by the D / A converter 20, it is amplified by the amplifier 21 and is sent as a control signal Y to the adder 23 such as an acceleration sensor via the vibration transmission path such as the self-expanding engine mount 12 and the vehicle body 22. Is entered.

On the other hand, the vibration noise signal D from the engine 1
Is input to the first adder 23, and the vibration noise signal D
The error signal ε indicating the deviation between the control signal Y and the control signal Y is output from the first adder 23 and fed back to the DSP 10. That is, the difference signal ε is input to the LMS processing unit 24 as an adaptive algorithm, is subjected to predetermined arithmetic processing so as to minimize the error signal ε, and is fed back to the W filter 19.

Specifically, the error signal ε is input to the first multiplier 26 of the DSP 10 while the error signal ε is input to the first multiplier 2 of the DSP 10.
The step size parameter μ for controlling the magnitude of the update correction amount every time is input to the control unit 6 from the control means 25. still,
As will be described later, the control means 25 takes in an external signal indicating the engine operating state from the ECU 5, and the step size parameter μ is set to a value suitable for the operating state of the engine.

Thus, the error signal ε in the first multiplier 26 is
The output signal U generated by multiplying and multiplying the step size parameter μ and the step size parameter μ is input to the second multiplier 27, while the second multiplier 27 includes a correction filter (hereinafter, “C
A transfer characteristic correction signal (hereinafter, referred to as “correction signal”) R from a filter 28) is input. The C filter 28 corrects the phase change of the transfer characteristic of the digital signal X'from the W filter 19 caused by the electromechanical system arranged in the vibration transfer path such as the self-expanding engine mount 12. That is, the C filter 28 stores a phase waveform identified in advance with respect to the system, and the sum of products operation is performed with the reference signal X in the C filter 28 to output the correction signal R, It is input to the second multiplier 27.

Next, the output signal V output from the second multiplier 27 is converted into a negative value, input to the second adder 29, further added with the signal from the W filter 19, and Z is added.
It is converted 30 and fed back to the W filter 19.

Therefore, the control means 25 controls the ECU 5
And a change means for continuously changing the step size parameter μ in accordance with an external signal from the device, and the change means calculates a change amount of the step size parameter μ based on the external signal and the error signal ε. Have means.

FIG. 3 is a time chart showing an embodiment of the changing means. The throttle valve opening .theta.TH and the engine speed NE as external signals and their changing speed signal d.
An example of setting the step size parameter μ when θTH / dt and dNE / dt are taken and the step size parameter μ is variable is shown.

That is, when the operating state of the engine suddenly changes suddenly, that is, the valve opening degree θT of the throttle valve 3 '.
When H suddenly changes (θTH0 → θTH1), the fuel injection amount (fuel injection time TOUT) immediately increases, and the output torque T starts to change without a time delay (T0).
→ T1), the step size parameter μ is increased at the same time when the throttle valve 3'changes (indicated by t1 in the figure).

On the other hand, the engine speed NE starts to change after a slight delay from the start of the fluctuation of the throttle valve 3 '(indicated by t2 in the figure), and after the change of the throttle valve 3'ends (in the figure, The change in the engine speed NE ends after a lapse of a predetermined time (indicated by t3) (indicated by t4 in the figure).
Therefore, the step size parameter μ needs to be maintained at the predetermined value μ1 until the change of the engine speed NE ends.

That is, the step size parameter μ is the time t1 (<<
The control means 25 performs arithmetic processing so as to increase at t2) and decrease at time t4 (> t3) when the change of the engine speed NE ends.

Specifically, in this embodiment, the step size parameter μ is such that the throttle valve θTH and the engine speed NE are set so as to react sensitively to the phase change of the vibration transmission characteristic.
It is determined by the equations (3) and (4) based on the changing speed of

[0050]

[Equation 2]

[0051]

[Equation 3] Here, α (−1 <α <0) is a correction coefficient (for example, −0.
5), NEo is the idle speed (for example, 600 rp
m) frequency (eg 10Hz), NEmax
Is a frequency (for example, 100 Hz) corresponding to the upper limit rotation speed (for example, 6000 rpm).

As a result, when the engine rotational speed NE in which the period of the phase waveform of vibration noise generated in synchronism with the engine rotation is large is low, the step size parameter μ is set to be larger than when the engine rotational speed NE is high. Therefore, it is possible to prevent the convergence from decreasing even when the engine speed NE is low.

Further, μ ₀ is a step size parameter when the engine is in the idle operation state (for example, 0.
05).

Further, β ₁ is a coefficient (for example, 1.51 to 15.8) determined based on the step size parameter μ and the maximum value of the changing speed of the throttle valve 3 '.
β ₂ is the step size parameter μ and engine speed N
It is a coefficient (for example, 0.03 to 0.33) determined based on the maximum value of the changing speed of E.

As is apparent from FIG. 3, from time t1 to time t2, {(β ₁ | dθTH / dt |)> (β ₂ | d
NE / dt |)} holds, the step size parameter μ is calculated by the above equation (3), and (β ₁ | dθTH / dt |) and (β ₂ | d) from time t2 to time t3.
NE / dt |), the step size parameter μ is calculated by the mathematical expression (3) or the mathematical expression (4), and {(β ₁ | dθ from time t3 to time t4).
Since TH / dt |) ≦ (β ₂ | dNE / dt |)} holds, the step size parameter μ is calculated by the above equation (4). Then, desired adaptive control is performed using these step size parameters μ.

Further, in the above-described vehicle vibration noise control device, the ECU 5 performs the calculation process for detecting the external signal, while the DSP 10 calculates the step size parameter μ.
Since it is performed by the control means 25 in the LMS processing unit 24 built in the CPU, it is possible to prevent the calculation speed from decreasing as much as possible.

In the above embodiment, the step size parameter μ is calculated by using the valve opening degree θTH of the throttle valve 3'as an operating parameter when the engine is transient, but the valve of the throttle valve 3'is used as a parameter indicating the load state of the engine. It goes without saying that the intake pipe absolute pressure PBA (detected by the PBA sensor 8) may be used instead of the opening degree θTH or together with the valve opening degree θTH of the throttle valve 3 ′.

Further, in the above embodiment, the throttle valve 3 '
An example in which the step size parameter μ is continuously variable based on the change rate of the engine operating parameter such as the valve opening degree θTH and the engine speed NE of is shown. These change accelerations (d ² θTH / dt ² , d ² NE / dt ² etc.) is used as an external signal to improve the responsiveness to the phase change of the vibration and noise transfer characteristics, and these operating parameters, their changing speeds and their changing accelerations are also preferable. It is also preferable that an external signal is created by combining the signals and the step size parameter μ is calculated based on these external signals so that the convergence of the control signal Y is further improved.

Further, in the above embodiment, the A / D converter 18 converts the analog signal into a predetermined sampling interval T.
Although the example in which the output characteristic corresponding to the vibration transfer characteristic is stored in advance in the W filter 19 after sampling with the W filter 19 is shown, the pulse signal synchronized with the rotation of the engine is stored in the W filter 19. The output signal X'corresponding to the vibration transmission characteristic may be output to the A / D converter 18 in this case.
Can be omitted. Also in this case, the input interval of the pulse signal, which is the input signal, becomes large when the engine speed is low. The step size parameter μ at the time of rotation can be set larger than the step size parameter μ at the time of high engine rotation, and it is possible to prevent deterioration of the convergence when the engine speed is low.

Further, in the above embodiment, an example based on a single vibration noise sensor 17 is shown, but it is also applicable to a so-called multi-channel system in which a plurality of vibration noise sensors are provided in a plurality of vibration noise sources to perform adaptive control. Needless to say.

[0061]

As described above in detail, the present invention is a periodic or pseudo period generated in at least one predetermined region in the vehicle body or the interior of the vehicle due to the vibration noise source including at least the power plant for driving the vehicle. First vibration means for outputting a control signal for changing the transfer characteristic between the predetermined region from the vibration noise source by filtering a predetermined input signal with respect to the typical vibration noise; The transfer characteristic is mechanically changed by the output of the first filter means, which is arranged in at least one vibration noise transmission path among a plurality of vibration noise transmission paths formed between the predetermined area and the predetermined area. The electromechanical conversion means, the vibration noise changed by the electromechanical conversion means, and the vibration noise from the vibration noise transmission path not having the electromechanical conversion means. The transfer characteristic of the vibration noise transfer path formed between the error signal detection means for detecting the vibration noise error signal reduced by the original sum in the predetermined area and the electromechanical conversion means and the error signal detection means The vibration noise error signal is generated based on the stored second filter means, the detection result of the error signal detection means, the reference signal output from the second filter means, and the filter coefficient of the first filter means. In a vehicle vibration noise control device including an updating means for updating the filter coefficient to a minimum value, an external signal detecting means for detecting an external signal indicating an operating state of a vehicle driving engine is provided, and the updating is performed. Means for controlling the update correction amount of the control signal, and the control means responds to the update result according to the detection result of the external signal detecting means. Since the change means for continuously changing the amount is provided, adaptive control can be performed using the updated correction amount that follows changes in the operating state of the engine, and the convergence of adaptive control can be improved. Therefore, it is possible to realize an excellent vibration noise reduction effect in a wide range. That is, when the change in the engine operating state is minute, the update correction amount is set small, and when the engine operating state changes suddenly, the update correction amount is set large in accordance with the change in the operating state. The convergence speed and the amount of reduction effect are both improved, and desired vibration noise reduction can be achieved.

Further, the vehicle driving engine has an operating state detecting means for detecting an operating state of the engine, and the operating state detecting means detects at least an engine speed detecting means and an intake pipe absolute pressure. Absolute pressure detection means, an injection amount detection means for detecting the fuel injection amount, and a valve opening degree detection means for detecting the valve opening degree of the throttle valve,
The external signal detected by the external signal detection means is at least one or more of a detection signal detected by the driving state detection means and a change speed signal and a change acceleration signal indicating a change degree of the detection signal. By being configured by the combination, even if the operating state slightly changes, it is possible to follow the change in the operating state with good responsiveness.

Further, according to the present invention, the external signal detected by the external signal detecting means is arithmetically processed by the first arithmetic means and outputted, and the changing means is outputted from the first arithmetic means. Since the second calculation unit for calculating the change amount of the update correction amount based on the detection result of the external signal detection unit and the detection result of the error signal detection unit is included, the calculation amount in the update unit is significantly increased. The calculation time can be relatively short without causing an increase, and the desired vibration noise can be reduced with high accuracy without lowering the convergence speed.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a vehicle vibration noise control device according to the present invention.

FIG. 2 is a block diagram of a vibration noise control system.

FIG. 3 is a time chart showing a variable example of a step size parameter μ.

FIG. 4 is a block diagram of a conventional example.

FIG. 5 is a time chart explaining conventional adaptive control for a steady vibration noise waveform.

[Explanation of symbols]

1 Internal Combustion Engine 4 θTH Sensor (Operating State Detecting Means) 5 ECU (External Signal Detecting Means, Injection Amount Detecting Means, First Computing Means) 8 PBA Sensor (Operating State Detecting Means) 9 NE Sensor (Operating State Detecting Means) 19 W filter (filter means) 24 LMS processing section (control signal generation means) 25 Control means (change means, second calculation means)

Claims (3)

[Claims] 1. A predetermined input for periodic or quasi-periodic vibration noise generated in at least one or more predetermined regions in a vehicle body or a vehicle interior due to a vibration and noise source including at least a vehicle driving power plant. A first filter means for outputting a control signal for changing the transfer characteristic between the vibration noise source and the predetermined region by filtering the signal; and a plurality of filters formed between the vibration noise source and the predetermined region. Of at least one of the vibration and noise transmission paths, and an electromechanical conversion means for mechanically changing the transmission characteristic by the output of the first filter means, and the electric machine. Reduced by the three-dimensional sum of the vibration noise changed by the conversion means and the vibration noise from the vibration noise transmission path not having the electromechanical conversion means. A second filter that stores an error signal detection unit that detects a dynamic noise error signal in the predetermined region, and a transfer characteristic of a vibration noise transfer path formed between the electromechanical conversion unit and the error signal detection unit. Means for detecting the error signal, the reference signal output from the second filter means and the filter coefficient of the first filter means so that the vibration noise error signal has a minimum value. In a vehicle vibration noise control device including an updating means for updating a filter coefficient, an external signal detecting means for detecting an external signal indicating an operating state of a vehicle driving engine is provided, and the updating means updates the control signal. A control unit for controlling the correction amount is provided, and the control unit continuously changes the update correction amount according to the detection result of the external signal detection unit. Vehicle vibration noise control apparatus characterized in that it comprises a means. 2. An operating condition detecting means for detecting an operating condition of the vehicle driving engine is provided, and the operating condition detecting means detects at least an engine speed detecting means and an intake pipe absolute pressure. An absolute pressure detecting means, an injection amount detecting means for detecting a fuel injection amount, and a valve opening detecting means for detecting a valve opening of a throttle valve, and an external signal detected by the external signal detecting means, A combination of at least one or a combination of a detection signal detected by the driving state detection means, a change speed signal and a change acceleration signal indicating a change degree of the detection signal. Item 1. The vehicle vibration noise control device according to item 1. 3. The external signal detected by the external signal detecting means is arithmetically processed by the first arithmetic means and output, and the changing means outputs the external signal from the first arithmetic means. The second calculation means for calculating the change amount of the update correction amount based on the detection result of the detection means and the detection result of the error signal detection means is included. Vibration noise control device for vehicles.