JPH0565940A - Vehicle vibration reducing device - Google Patents

Abstract

PURPOSE:To prevent the vibration of a vehicle from being increased by the vibration of exciters at the time of the change rate of engine speed being large. CONSTITUTION:A radiator 1 is vibrated by a first and a second exciters 7, 8 so as to reduce steering device vibration during idling operation. When the change rate of engine speed is larger than the preset value, the exciters 7, 8 become out of control performed following up the vibrational phase change of a vehicle, so that the actuation of the exciters 7, 8 are stopped.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art Japanese Utility Model Laid-Open No. 61-1745 is provided with an acceleration sensor for detecting a vibration at a position where the vibration of a vehicle should be reduced, and a vibration exciter is vibrated according to the detection result of the acceleration sensor. There is disclosed a vehicle vibration reduction device that at least reduces the vibration of the vehicle.

[0003]

In this device, there is a time delay from the vibration of the vibration exciter to the transmission of the vibration through the vehicle to the acceleration sensor. When the change in the engine speed per unit time (hereinafter referred to as the “change rate of the engine speed”) is large, the phase of the vehicle vibration changes abruptly, but there is a time delay as described above. There is a possibility that the vibration exciter cannot be controlled so as to follow the change in the phase of the vibration of the vehicle, and rather the vibration of the vehicle will be increased.

[0004]

In order to solve the above problems, according to the present invention, a vibration detecting means for detecting the vibration of a vehicle is provided, and the vibration exciter is caused to vibrate according to the detection result of the vibration detecting means. The vehicle vibration reduction device configured to reduce the vehicle vibration by means of the above-mentioned means is provided with control means for stopping the operation of the vibration exciter when the rate of change of the engine speed is larger than a predetermined value.

[0005]

When the rate of change of the engine speed is larger than a predetermined value, the operation of the vibration exciter is stopped.

[0006]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 2 is a front view of a vehicle vibration reducing device for reducing vehicle vibration during idle operation, and FIG. 3 is a side view of FIG. Referring to FIGS. 2 and 3,
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. 4 shows an enlarged sectional view of the first vibration exciter 7. Referring to FIG. 4, the support piston 11 provided at the lower portion of the vibration exciter 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 an electronic control unit 2
0 (see FIG. 5). 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 has the same structure as the first vibrator 7. FIG. 5 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 the vibration of the steering wheel 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, when the engine speed N is 500 rpm, the frequency f is 25 Hz,
When the engine speed N is 600 rpm, the frequency f is 30 Hz. Since the vehicle vibration reduction device of the present embodiment is a device for reducing the vibration of the vehicle during idling, the sine wave generator 3 is used only when it is determined to be during idling.
2 produces an output, a sine wave. For example, the engine speed is between 500 and 1200 rpm and the vehicle speed is 5 km /
When it is equal to or less than H, it is determined that the engine is idling.

When it is determined that the sine wave generator 32 is not in the idle operation, the sine wave generator 32 does not generate a sine wave.
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, since the position of the radiator 1 to which the exciters 7 and 8 are attached is far from the position of the acceleration sensor 30 attached to the steering wheel, the vibration of the radiator 1 is transmitted to the vehicle to accelerate the vehicle. There is a time delay before reaching the sensor 30. When the rate of change of the engine speed is large, the phase of the vibration of the vehicle changes rapidly, but as described above, there is a time delay until the vibration of the radiator 1 reaches the acceleration sensor 30 after being transmitted to the vehicle. Therefore, the vibration exciter cannot be controlled to follow the change in the phase of the vibration of the vehicle, which may increase the vibration of the vehicle.

Therefore, in this embodiment, when the change rate of the engine speed is larger than a predetermined value, the operation of the vibration exciters 7 and 8 is stopped. As a result, even if the rate of change of the engine speed is large, the vibration exciter 7,
It is possible to prevent the vibration of the vehicle from being increased by the vibration of 8. In FIGS. 6 to 13, the shaker 7,
8 shows a main routine that executes control No. 8.

Referring to FIGS. 6 to 13, first, at step 120, it is judged if the flag F is 0 or not. The flag F is normally reset, and is set to 1 when the rate of change of the engine speed exceeds a predetermined value as shown in the routine of FIG. When the flag F is reset, the process proceeds to step 40. In step 40, the amplitude A ₀ and the phase φ ₀ that are the initial values of the sine wave parameters are calculated from the map based on the engine speed N (see FIG. 14), and the engine used to calculate the amplitude A based on the map. The rotation speed N is stored in N _M. Next, at step 41, the amplitude A stores the amplitude initial value A ₀ and the phase φ stores the phase initial value φ ₀ . The phase φ is given with reference to the ignition signal. For example, when φ = 0, the exciters 7 and 8 are operated in the same phase as the rotation of the engine. In step 42, the first and second vibrators 7 and 8 are operated with the same phase and the same amplitude based on the amplitude A and the phase φ.

At step 122, it is judged if the flag F is reset. If the flag F is set, the process returns to step 120, and if it is reset, the process proceeds to step 43. In steps 43 to 56, the phase φ is calculated so that the acceleration G of the steering vibration is minimized when the first and second exciters 7 and 8 are operated with the same phase and the same amplitude.

In step 43, the phase Δ is small and the increase / decrease amount Δ is small.
φ, for example, increased by 4 degrees and advanced
Based on this new phase φ, the exciters 7 and 8 are activated.
To be In step 44, acceleration of steering vibration
It is determined whether the degree G has decreased. Acceleration G decreased
If it is determined that the phase φ is
Furthermore, the exciters 7 and 8 are updated by increasing Δφ.
It is operated on the basis of the phase φ that is generated. Step 46
Then, it is determined whether or not the acceleration G has decreased. Acceleration G is
If it is determined that the number has decreased, proceed to step 47,
Function speed N is N _M-20 and N_MWhether it is between +20
To be judged. When negative judgment is made, that is, engine rotation
Number is N_MIf there is a large deviation from step 130 (Fig.
Proceed to 6) and the amplitude A is calculated again from the map of FIG.
And used to calculate the amplitude A from the map
Engine speed N is N_MStored in. Then step 1
Returning to 22, the phase φ is again set so that the acceleration G is minimized.
Feedback controlled.

On the other hand, when the affirmative determination is made in step 47, the process returns to step 45 and φ is increased by Δφ. That is, as long as the acceleration G decreases, the phase φ is Δ
It can be increased by φ. When it is determined in step 46 that the acceleration G does not decrease, the routine proceeds to step 49, where the phase φ is reduced by Δφ and retarded. This updated phase φ is obtained as the phase that minimizes the acceleration G.

On the other hand, if a negative determination is made in step 44, that is, if the acceleration G cannot be decreased by increasing the phase φ, the process proceeds to step 50 and the phase φ is decreased by 2Δφ. Acceleration G in step 51
Is determined, and when the acceleration G is not reduced, the routine proceeds to step 52, where the phase φ is increased by Δφ, and the updated phase φ is obtained as the phase that minimizes the acceleration G.

When it is determined in step 51 that the acceleration G has decreased, the routine proceeds to step 53, where the phase φ is decreased by Δφ. In step 54, it is determined whether the acceleration G has decreased. If the acceleration G is determined to be decreased, the process proceeds to step 55, the engine speed N is N _M -20
And N _M +20. When a negative determination is made, that is, when the engine speed greatly deviates from N _M , the routine proceeds to step 130 (FIG. 6), the amplitude A is calculated again from the map of FIG. 14, and the amplitude A is calculated from the map. The engine speed N used for the operation is stored in N _M. Next, returning to step 122, the acceleration G
The phase φ is feedback-controlled so that is minimized.

On the other hand, if an affirmative decision is made in step 55, then the flow returns to step 53, and φ is subtracted by Δφ. That is, as long as the acceleration G is decreased, the phase φ is decreased by Δφ. When it is determined in step 54 that the acceleration G does not decrease, the routine proceeds to step 52, where the phase φ is increased by Δφ. This updated phase φ is the acceleration G
Is obtained as the phase that minimizes.

Next, in steps 57 to 66, the amplitude A is calculated so that the acceleration G of the steering vibration is minimized when the first and second vibrators 7 and 8 are operated in the same phase and the same amplitude. Be done. In step 57, the amplitude A is increased by a small increase / decrease amount ΔA, and the vibration exciters 7 and 8 are operated based on the updated amplitude A. At step 58, it is judged if the acceleration G has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 59, where the amplitude A is further increased by ΔA and the vibration exciters 7 and 8 are operated based on the updated amplitude A. In step 60, it is determined whether the acceleration G has decreased. Proceeds to step 132 if the acceleration G is determined to be decreased, the engine speed N is N _M -20 and N _M
It is determined whether it is between +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 6), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 132, the operation returns to step 59 and the amplitude A is again increased by ΔA. That is, as long as the acceleration G decreases, the amplitude A is increased by ΔA.

If it is determined at step 60 that the acceleration G does not decrease, the routine proceeds to step 61, where the amplitude A is decreased by ΔA. The updated amplitude A is obtained as the amplitude that minimizes the acceleration G. On the other hand, if a negative determination is made in step 58, that is, if the acceleration G cannot be decreased by increasing the amplitude A, the process proceeds to step 62, and the amplitude A is decreased by 2ΔA. In step 63, it is determined whether or not the acceleration G has decreased. When the acceleration G does not decrease, the process proceeds to step 64, the amplitude A is increased by ΔA, and the updated amplitude A is obtained as the amplitude that minimizes the acceleration G. Be done.

When it is determined in step 63 that the acceleration G has decreased, the routine proceeds to step 65, where the amplitude A is decreased by ΔA. In step 66, it is determined whether the acceleration G has decreased. Proceeds to step 134 if the acceleration G is determined to be decreased, the engine speed N is N _M -2
It is determined whether it is between 0 and N _M +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 6), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 134, the operation returns to step 65, and the amplitude A is again decreased by ΔA. That is, as long as the acceleration G decreases, the amplitude A is decreased by ΔA.

If it is determined in step 66 that the acceleration G does not decrease, the process proceeds to step 64, where the amplitude A is increased by ΔA. The updated amplitude A is obtained as the amplitude that minimizes the acceleration G. In step 67,
A is stored in A ₁ and A ₂ , and φ is stored in φ ₁ and φ ₂ . In step 68, the first vibration exciter 7 is operated with amplitude A ₁ and phase φ ₁ . Second in step 69
The exciter 7 is operated with amplitude A ₂ and phase φ ₂ .

Then, in steps 70 to 79,
Is the amplitude A fixed to the second vibrator 8. ₂And phase φ₂
The maximum acceleration G of the steering vibration is
Phase φ of the first vibration exciter 7 should be small₁Is controlled
Be done. In step 70, the phase φ₁Is a small increase / decrease amount Δφ
This new phase φ
₁Based on the above, the first vibration exciter 7 is operated. Ste
At 71, the acceleration G of the steering vibration decreased.
It is determined whether or not. When it is determined that the acceleration G has decreased
If the phase φ₁Is further Δφ
Phase φ in which the first vibration exciter 7 has been updated by increasing₁
It is operated based on. Acceleration in step 73
It is determined whether G has decreased. When the acceleration G decreases
If it is determined, the process proceeds to step 136, where the engine speed
N is N_M-20 and N_MIt is judged whether it is between +20
It If a negative decision is made, proceed to step 130 (Fig. 6).
Then, the amplitude A is calculated again from the map. Step 13
If the affirmative decision is made in step 6, the process returns to step 72 and φ₁But
It can be increased by Δφ. That is, the acceleration G decreases
Phase φ as long as possible₁Is increased by Δφ.

If it is determined at step 73 that the acceleration G does not decrease, the routine proceeds to step 74, where the phase φ ₁ is Δφ.
It is reduced only and retarded. This updated phase φ ₁ is obtained as the phase of the first vibration exciter 7 that minimizes the acceleration G. On the other hand, if a negative determination is made in step 71, that is, if the acceleration G cannot be decreased by increasing the phase φ ₁ , the process proceeds to step 75.
₁ is reduced by 2Δφ. In step 76, it is judged whether or not the acceleration G has decreased. When the acceleration G does not decrease, the routine proceeds to step 77, where the phase φ ₁ is increased by Δφ, and the updated phase φ ₁ is the phase that minimizes the acceleration G. Is required as.

When it is determined in step 76 that the acceleration G has decreased, the routine proceeds to step 78, where the phase φ ₁ is decreased by Δφ. At step 79, it is judged if the acceleration G has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 138, where the engine speed N is N _M −.
It is determined whether it is between 20 and N _M +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 6), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 138, then the processing returns to step 78, and φ ₁ is subtracted by Δφ. That is, as long as the acceleration G decreases, the phase φ
₁ is decreased by Δφ.

When it is determined in step 79 that the acceleration G does not decrease, the routine proceeds to step 77, where the phase φ ₁ is increased by Δφ. This updated phase φ ₁ is obtained as the phase that minimizes the acceleration G. From step 80 to step 89, the second vibrator 8 is set to the fixed amplitude A.
₂ and the phase φ ₂ , the amplitude A of the first vibration exciter 7 is set so that the acceleration G of the steering vibration is minimized.
₁ is controlled.

In step 80, the amplitude A ₁ is increased by a small increase / decrease amount ΔA, and the first vibration exciter 7 is operated based on the updated amplitude A ₁ . Step 81
Then, it is determined whether or not the acceleration G has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 82, where the amplitude A
₁ is further increased by ΔA and the first vibration exciter 7 is operated based on the updated amplitude A ₁ . In step 83, it is determined whether the acceleration G has decreased. Proceeds to step 140 when the acceleration G is determined to be decreased, the engine speed N is determined whether during the N _M -20 and N _M +20. If negative, step 1
Proceeding to 30 (FIG. 6), the amplitude A is calculated again from the map. If an affirmative decision is made in step 140, the routine returns to step 82, and the amplitude A ₁ is again increased by ΔA.
That is, as long as the acceleration G decreases, the amplitude A ₁ is increased by ΔA.

When it is determined in step 83 that the acceleration G does not decrease, the routine proceeds to step 84, where the amplitude A ₁ is decreased by ΔA. The updated amplitude A is obtained as the amplitude that minimizes the acceleration G. On the other hand, if the determination is negative in step 81, i.e., when the acceleration G is not caused to decrease when allowed to increase the amplitude A _1, the amplitude A ₁ proceeds to step 85 is made to decrease by 2Derutaei. In step 86, it is determined whether the acceleration G has decreased. If the acceleration G has not decreased, the routine proceeds to step 87, where the amplitude A ₁ is Δ.
The amplitude is increased by A, and the updated amplitude A ₁ is obtained as the amplitude that minimizes the acceleration G.

It is determined in step 86 that the acceleration G has decreased.
If yes, the process proceeds to step 88 and the amplitude A₁Is only ΔA
Can be reduced. In step 89, the acceleration G decreases
It is determined whether or not. It was determined that the acceleration G decreased
In this case, the routine proceeds to step 142, where the engine speed N is N_M−
20 and N_MIt is determined whether it is between +20. Denial
If so, proceed to step 130 (FIG. 6) and map
The amplitude A is calculated again from Affirmative judgment in step 142
If it is determined, the process returns to step 88 and the amplitude A again₁Is Δ
It can be reduced by A. That is, the acceleration G decreases
Amplitude A ₁Is decreased by ΔA.

If the acceleration G does not decrease in step 89,
If yes, go to step 87₁Is ΔA
Can be increased. This updated amplitude A₁Is the acceleration
It is calculated as the amplitude that minimizes G. Then step
From 90 to step 99, the first vibration exciter 7 was fixed.
Amplitude A ₁And phase φ₁Stearin
Of the second vibration exciter 8 so that the acceleration G of vibration of the vibration is minimized.
Phase φ₂Is controlled.

In step 90, the phase φ ₂ is advanced by a small increase / decrease amount Δφ and advanced, and the second vibration exciter 8 is activated based on the new phase φ ₂ . In step 91, it is determined whether or not the acceleration G of the steering vibration has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 92, where the phase φ ₂ is further increased by Δφ and the second vibration exciter 8 is operated based on the updated phase φ ₂ . In step 93, it is determined whether the acceleration G has decreased. Proceeds to step 144 if the acceleration G is determined to be decreased, the engine speed N is determined whether during the N _M -20 and N _M +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 6), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 144, then the flow returns to step 92, and φ ₂ is increased by Δφ. That is, the phase φ ₂ is increased by Δφ as long as the acceleration G is decreased.

When it is determined in step 93 that the acceleration G does not decrease, the routine proceeds to step 94, where the phase φ ₂ is Δφ.
It is reduced only and retarded. This updated phase φ ₂ is obtained as the phase of the second vibrator 8 that minimizes the acceleration G. On the other hand, if the determination in step 91 is negative, that is, if the acceleration G cannot be decreased by increasing the phase φ ₂ , the process proceeds to step 95.
₂ is reduced by 2Δφ. In step 96, it is determined whether or not the acceleration G has decreased, and when the acceleration G has not decreased, the routine proceeds to step 97, where the phase φ ₂ is increased by Δφ, and this updated phase φ ₂ minimizes the acceleration G. Calculated as the phase.

When it is determined in step 96 that the acceleration G has decreased, the routine proceeds to step 98, where the phase φ ₂ is decreased by Δφ. In step 99, it is determined whether the acceleration G has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 146, where the engine speed N is N _M −.
It is determined whether it is between 20 and N _M +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 6), and the amplitude A is calculated again from the map. When the affirmative determination is made in step 146, the process returns to step 98 and φ ₂ is subtracted by Δφ. That is, as long as the acceleration G decreases, the phase φ
₂ is decreased by Δφ.

It is determined in step 99 that the acceleration G does not decrease.
If it is determined, the process proceeds to step 97 and the phase φ₂Is Δφ
Can be increased. This updated phase φ₂Is the acceleration
It is calculated as the phase that minimizes G. Step 100
From step 109, the first vibration exciter 7 was fixed.
Amplitude A ₁And phase φ₁Stearin
Of the second vibrator 8 so that the acceleration G of the vibration of the vibration is minimized.
Amplitude A₂Is controlled.

In step 100, the amplitude A ₂ is increased by a small increase / decrease amount ΔA, and the second vibration exciter 8 is operated based on the updated amplitude A ₂ . Step 1
In 01, it is determined whether the acceleration G has decreased. When it is determined that the acceleration G has decreased, the process proceeds to step 102,
The amplitude A ₂ is further increased by ΔA, and the second vibration exciter 8 is operated based on the updated amplitude A ₂ .
In step 103, it is determined whether the acceleration G has decreased. Proceeds to step 148 if the acceleration G is determined to be decreased, the engine speed N is N _M -20 and N _M +20
It is determined whether or not it is between. If a negative decision is made, the operation proceeds to step 130 (FIG. 6), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 148, the operation returns to step 102, and the amplitude A ₂ is again increased by ΔA. That is, as long as the acceleration G decreases, the amplitude A
₂ is increased by ΔA.

When it is determined in step 103 that the acceleration G does not decrease, the routine proceeds to step 104, where the amplitude A ₂ is Δ
A is reduced. This updated amplitude A ₂ is the acceleration G
Is obtained as the amplitude that minimizes. On the other hand, step 1
If a negative determination is made at 01, i.e., when the acceleration G is not caused to decrease when allowed to increase the amplitude A _2, the amplitude A ₂ proceeds to step 105 is made to decrease by 2Derutaei. In step 106, it is determined whether or not the acceleration G has decreased. When the acceleration G does not decrease, the process proceeds to step 107, the amplitude A ₂ is increased by ΔA, and the updated amplitude A ₂ minimizes the acceleration G. Calculated as the amplitude.

If it is determined in step 106 that the acceleration G has decreased, the routine proceeds to step 108, where the amplitude A ₂ is ΔA.
Can only be reduced. In step 109, it is determined whether the acceleration G has decreased. Proceeds to step 150 when the acceleration G is determined to be decreased, the engine speed N is determined whether during the N _M -20 and N _M +20.
If a negative decision is made, proceed to step 130 (FIG. 6),
The amplitude A is calculated again from the map. If an affirmative decision is made in step 150, the operation returns to step 108 and the amplitude A ₂ is again decreased by ΔA. That is, the acceleration G
As long as is decreased, the amplitude A ₂ is decreased by ΔA.

If it is judged at step 109 that the acceleration G does not decrease, the routine proceeds to step 107, where the amplitude A ₂ is Δ
It can be increased by A. This updated amplitude A ₂ is obtained as the amplitude that minimizes the acceleration G. Step 1
At 10, it is determined whether the flag F is reset. If the flag F is set to 1, step 120
Returning to step 111, if reset, proceed to step 111.

At step 111, it is judged if the acceleration G of the steering vibration is smaller than a predetermined value G ₁ . If G <G ₁ , the process returns to step 110, and steps 110 and 111 are repeated. That is, when it is determined that the vibration of the steering is small, the first vibrator 7 is operated with the fixed phase φ ₁ and the fixed amplitude A ₁ , and the second vibrator 8 is fixed. phase phi _2, is actuated at a fixed amplitude A _2.

If it is determined that G ≧ G ₁ , that is, if it is determined that the steering vibration is large, step 7
0 or less is executed, φ ₁ , A ₁ , φ ₂ , and A ₂ are determined so that the steering acceleration is minimized, and the first and second exciters 7 and 8 are operated based on this. .. FIG. 1 shows a routine for controlling the drive circuits 28 and 29. This routine is executed by interruption at regular time intervals.

Referring to FIG. 1, first, at step 200, it is judged if the rate of change ΔN of the engine speed is larger than, for example, 30 rpm / sec. If ΔN ≦ 30 rpm / sec, the routine proceeds to step 201, where the drive circuits 28 and 29 are turned on. Therefore, the operation of the first and second vibrators 7 and 8 is controlled by the main routine. Step 202
Then, the flag F is reset. Therefore, an affirmative decision is made in step 120 of FIG. 6, and the main routine is executed.

On the other hand, in step 200, ΔN> 30
If it is determined to be rpm / sec, the routine proceeds to step 203, where the power sources of the drive circuits 28 and 29 are turned off. As a result, the operations of the first and second vibrators 7 and 8 are stopped. In step 204, the flag F is set. As a result, negative determinations are made in steps 122 and 110 of the main routine, and the process returns to step 120.

[0046]

When the rate of change of the engine speed is larger than a predetermined value, the operation of the vibration exciter is stopped, so that the vibration of the vehicle is prevented from increasing due to the vibration of the vibration exciter. You can

[Brief description of drawings]

FIG. 1 is a flowchart for controlling a drive circuit.

FIG. 2 is a front view of a vehicle vibration reduction device.

FIG. 3 is a side view of the vehicle vibration reduction device of FIG.

FIG. 4 is an enlarged sectional view of a vibration exciter.

FIG. 5 is a diagram showing an electronic control unit.

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 flowchart for implementing control of the vibration exciter.

FIG. 10 is a flowchart for executing control of the vibration exciter.

FIG. 11 is a flowchart for executing control of the vibration exciter.

FIG. 12 is a flowchart for executing control of the vibration exciter.

FIG. 13 is a flowchart for executing control of a vibration exciter.

FIG. 14 is a map of amplitude A and phase φ based on engine speed N.

[Explanation of symbols]

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

Claims (1)

[Claims] 1. A vehicle vibration reduction device comprising vibration detection means for detecting the vibration of a vehicle, wherein the vibration of the vehicle is reduced by vibrating a vibration exciter according to the detection result of the vibration detection means. A vehicle vibration reduction device comprising a control means for stopping the operation of the vibration exciter when the rate of change of the engine speed is larger than a predetermined value.