JPH06183267A - Device for reducing vibration of vehicle body - Google Patents

Abstract

PURPOSE:To control a plurality of active mounts using one control unit by feeding a control signal directly to a front active mount from the control unit through an amplifier, and feeding a control signal to a rear active mount while delaying the signal by means of a delay device. CONSTITUTION:An engine main body 2 is horizontally installed in the lower portion of a vehicle body via a front roll mount 3A and a rear roll mount 3B and a G sensor 50 is mounted in the mount case of one 3A of the active mounts as a mount case vibration sensor, and a G sensor 51 is mounted on a seat riser in a vehicle room, and a G sensor 52 is mounted on a panel and the output of each sensor is input to a control unit 60 through amplifiers 53,54,55. Control signals from the control unit 60 are directly fed to the actuator of one 3A of the active mounts through an amplifier 57 and to the actuator of the other active mount 3B through a delay device 70.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art As a basic technique for reducing the vibration of a vehicle body, a technique is known in which a rubber mount or a fluid mount is used as an engine mount to cut off vibration transmission from the engine.

However, the conventional rubber mount or fluid mount as described above cannot structurally cope with all vibration phenomena (wide range of frequencies). For example, if the damping coefficient and the spring constant are increased in order to improve the riding comfort for the vibration transmission in the low frequency range of about 20 Hz or less where the natural frequency of the engine is present, it becomes a problem as in-vehicle noise of about 30 Hz. The above high frequency vibrations are
Since it is necessary to reduce the damping coefficient and the spring constant, this cannot be cut off.

On the other hand, in recent years, in order to reduce the vibration transmission to the vehicle body from the low speed rotation of the engine to the high speed rotation, a fluid mount called a so-called active mount has been developed. For example, in the fluid mount disclosed in Japanese Patent Laid-Open No. 59-1829, an engine that acts on the rubber elastic body wall by communicating the first and second fluid chambers partitioned by the rubber elastic body wall with an orifice. The volume of both fluid chambers is changed by the load so that the enclosed liquid flows through the orifice, and a part of the chamber wall of the first fluid chamber is formed by a bellows integrally provided with a permanent magnet. By configuring the bellows, the volume of the first fluid chamber is made variable by expansion and contraction of the bellows, and a sensor is provided for detecting relative displacement between the engine and the vehicle body. In the vibration control area (low frequency range), the internal pressure change of the first fluid chamber is promoted, and in the vibration control area (high frequency range), the internal pressure change of the first fluid chamber is moderated. is there.

According to this, both the dynamic spring constant and the damping coefficient are large in the low frequency range, and the dynamic spring constant and the damping coefficient are both small in the high frequency range, so that the vibration transmission from the engine is cut off in a wide frequency range. The intended purpose is achieved.

[0006]

However, when such active mounts are installed at a plurality of places such as the front and rear of the engine, it is customary to use one control device for each active mount, so that a large number of control units are used. Equipment is required, leading to higher costs.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle body vibration reducing device that can control a plurality of active mounts with a single control device.

[0008]

In order to achieve the above object, a vehicle body vibration reducing apparatus according to the present invention comprises: (1) a vehicle body having a rubber bush receiving an engine load and two fluid chambers partitioned by the rubber bush. A mount case fixedly attached to the liquid container, an orifice for communicating the two liquid chambers, a movable closing member for closing one of the liquid chambers with a variable volume, and an actuator for driving the movable closing member according to a control signal. (2) A rubber bush that receives the load of the engine, a mount case that has two fluid chambers partitioned by the rubber bush and is fixed to the vehicle body, an orifice that connects the two liquid chambers, and both liquid chambers. A movable closing member for closing one of the liquid chambers in a variable volume, or an actuator for driving the movable closing member according to a control signal. A second active mount that supports the engine at a site different from the first active mount; (3) a mount case vibration sensor that detects vibration of the mount case of the first active mount; and (4) mount A control device for giving a control signal to the actuator of the first active mount so as to reduce the output of the case vibration sensor, and (5) a delay for delaying the control signal from the control device and giving it to the actuator of the second active mount. And a device.

Further, the active mount may be a conventional one as disclosed in Japanese Patent Laid-Open No. 59-1829, but preferably the movable closing member is a diaphragm as in the invention of claim 2. It is preferable that the diaphragm and the actuator are provided in the actuator case, and the actuator case and the mount case are integrally coupled by a fastening member.

[0010]

By varying the control signal applied to the actuator of the active mount, the vibration from the engine can be cut off so as not to be transmitted to the vehicle body, and further the vibration transmitted to the vehicle body can be further promoted. It is possible to apply vibrations to the vehicle body that are unrelated to the vibrations from the vehicle.
On the other hand, vibrations are input from the engine to the vehicle body through front roll mounts, rear roll mounts, head mounts, transmission mounts, etc. The phase relationship between the vibrations input from each mount is almost stable as shown in FIG. That is, FIG. 8 is a diagram in which the relationship between the phase of vibration input to the front roll mount 3A, the rear roll mount 3B, the head mount 3C, and the transmission mount 3D from the engine and the engine speed is obtained with reference to the rear roll mount 3B. Therefore, the input of each mount exhibits a stable phase difference with respect to frequency. Therefore, if the delay device delays the control signal given to the actuator of the first active mount so as to maintain the phase relationship as shown in FIG. 8 and gives it to the actuator of the second active mount, this causes
A single control device can drive both the first and second active mounts.

In the case where the active mount is a movable closing member or a diaphragm, the diaphragm and the actuator are provided in the actuator case, and the actuator case and the mount case are integrally coupled by a fastening member, the actuator portion and the mount portion are respectively It becomes a unit and can be produced separately, which improves assembly and productivity. Further, even if the rubber bush is cut off, it does not scatter because it is inside the mount case, so that a stopper member or the like becomes unnecessary.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, an engine main body 2 is horizontally installed on the front portion of a vehicle body 1 with a front roll mount 3A and a rear roll mount 3B interposed therebetween. These mounts 3A and 3B are active mounts. A G sensor 50 is attached to the mount case of one active mount 3A as a mount case vibration sensor. Further, as a vehicle interior vibration sensor, there are a G sensor 51 attached to a seat riser and a G sensor 52 attached to a panel in the vehicle compartment.
It is input to the control device 60 through 3, 54 and 55. Further, the output of the rotation speed sensor 56 using the ignition pulse is input to the control device 60. The control signal of the control device 60 is directly given to the actuator of one active mount 3A through the amplifier 57, while being given to the actuator of the other active mount 3B through the delay device 70.

First, the front and rear active mounts 3A and 3B will be described. As shown in FIGS. 2 to 4, each active mount 3A, 3B is composed of a mount unit 4 and an actuator unit 5, which are separately manufactured and later attached.

The mount unit 4 divides the inside of a mount case 8 bolted to the vehicle body into two upper and lower liquid chambers 9 and 10 by a rubber bush 7 which receives an engine load through an inner cylinder 6, and Both liquid chambers 9, 10
Is a bush type fluid mount in which a fixed orifice 11 is communicated with. A stepped outward flange 12 is provided around the lower end opening of the mount case 8, and a plurality of vehicle body mounting bolt insertion holes 13 and a plurality of actuator unit coupling screw holes 14 are formed in the outward flange 12. It is set up.

On the other hand, the actuator unit 5 has a rubber diaphragm 15 as a movable closing member which can be fitted into the step portion of the outward flange 12 to close the lower liquid chamber 10. The outer peripheral part of this diaphragm 15 is
In order to improve the sealing property, it is formed thicker in advance than other portions, and becomes flat as shown at the time of screw connection described later. On the lower surface of the inner peripheral portion of the diaphragm 15, the top wall of the movable cylinder (coil core) 16 is formed by the aluminum plate 1.
A coil 18 is wound around the outer wall of the movable cylinder 16 and is joined to the movable cylinder 16 via the coil 18. Also, as shown in FIG.
A guide rod 19 for centering the top wall portion of the movable cylinder 16 and the center portion of the aluminum plate 17 and the flange portion 19a on the aluminum plate 17 are provided.
Is fixed to the upper surface of the nut 20 by screwing the nut 20 through the lower surface. In FIG. 6, 31 is a washer and 32 is an O-ring. The lower half part of the guide rod 19 is vertically movably fitted to the inner surface of the peripheral wall of the actuator inner case 21 via a thrust bearing 22. At the upper end of the peripheral wall of the actuator inner case 21, a detent pin 23 that is vertically provided on the top wall of the movable cylinder 16 is fitted. An actuator outer case 24 is attached to the actuator inner case 21, and the coil 18 is attached to the inner surface of the peripheral wall of the actuator outer case 24.
At the same time, a permanent magnet 25 that constitutes an actuator is fixed. An outward flange 26 is provided around the upper end of the peripheral wall of the actuator outer case 24, and the outward flange 26 is connected to the outward flange 12 of the mount case 8 and the screw 28 via a washer 27 as shown in FIG. Are joined by.

Reference numeral 29 in FIG. 3 denotes two lead wires, which connect the coil 18 to the control device 60 via the connector 30. The diaphragm 15 vibrates in the vertical direction in response to a control signal from the control device 60.

With such a configuration, by vibrating the diaphragm 15 with a film, the volume of the lower liquid chamber 10 can be changed to promote or mitigate the change in internal pressure during vibration, so that the frequency range of different frequencies can be changed. Vibration can be reduced.

For example, the fixed orifice 11 in the low frequency range
By setting the resonance frequency of, the inner cylinder 6 vibrates, and the volume of the lower liquid chamber 10 decreases and the internal pressure rises, while the volume of the liquid chamber 9 increases and the internal pressure decreases. To do. As a result, the internal pressure difference between the liquid chambers 9 and 10 increases, and the liquid flows in the fixed orifice.
On the contrary, the inner cylinder 6 spreads upward and the volume of the liquid chamber 9 above increases, and the internal pressure rises. Conversely, the volume of the liquid chamber 10 decreases, the internal pressure rises, and the internal pressure of both liquid chambers 9 and 10 rises. The difference increases and the liquid flows through the orifice. In this frequency range, when the inner cylinder 6 folds downward and the volume of the lower liquid chamber 10 becomes small, the diaphragm 15 is urged upward by switching the positive and negative poles to the coil 18. As a result, the volume of the lower liquid chamber 10 is further reduced, and the internal pressure is further increased. As a result, the pressure difference between the two liquid chambers 9 and 10 is further increased, and the liquid flows through the fixed orifice at a higher speed, so that the flow resistance is increased and the damping action is larger than that of a normal fluid mount. On the contrary, when the inner cylinder 6 spreads upward and the volume of the lower liquid chamber 10 increases, the coil 18
The diaphragm 15 is swung downward by switching the positive and negative electrodes to. This further increases the volume of the lower liquid chamber 10 and reduces the internal pressure. As a result, the pressure difference between the two liquid chambers 9 and 10 is further increased, and the liquid flows through the fixed orifice at a higher speed, so that the fluid resistance is increased and the damping action is larger than that of a normal fluid mount.

On the other hand, when the resonance frequency of the fixed orifice 11 is set in the low frequency range, the flow in the fixed orifice disappears in the high frequency range above the resonance frequency. In this region, active control for canceling vibration is performed using the secondary source of the actuator. For example, control force is applied from the active mount so that the vibration input from the engine to the vehicle body becomes zero. In other words, by passing an electric current through the coil 18, the diaphragm 15 moves up and down and the internal pressure of the lower liquid chamber 10 changes. The reaction force of the force that moves the diaphragm 15 is generated as a control force.

Then, the active mount 3 of this embodiment
In A and 3B, since the mount part and the actuator part are unitized, it is possible to separately produce these parts and combine them later, so that the productivity is improved. When assembling the actuator portion, the diaphragm 15 is quickly and reliably centered with respect to the actuator inner and outer cases 21 and 24 by the guide rod 19, and the rotation stopper is quickly and surely fixed by the rotation stop pin 23. The nature is enhanced. In addition, the unitization can improve productivity and simplify the structure, thus contributing to cost reduction.

The control device 60 is shown in FIGS. 1 and 7 to 1.
This will be described with reference to 0. In this embodiment, as shown in FIG. 7, the engine speed is divided into four regions I to IV to control the active mounts 3A and 3B.
That is, when the vibration phenomenon of the vehicle body was analyzed for a certain vehicle type, the following results (I) to (IV) were obtained. (I) In a region I where the engine speed is 15 Hz or less, transient vibration occurs, of which vibration near 10 Hz is vibration that deteriorates riding comfort, and vibrations such as shock and hiccup at speeds lower than that. (II) Region II where engine speed is between 15Hz and 30Hz
Then, idle vibration occurs. This vibration is mainly transmitted from the engine to the vehicle body through the mount, and almost no vibration is transmitted to the vehicle interior through the suspension. (III) Region II where engine speed is between 30Hz and 60Hz
At I, vibration with a slow muffled sound occurs. This vibration is not the vibration transmitted from the engine, but rather the suspension (particularly the rear suspension in 4WD and FR vehicles).
It was transmitted from. (IV) In the region IV where the engine speed is 60 Hz or higher, vibration accompanied by medium and high speed muffled noise occurs. This vibration is the vibration transmitted from the engine through the mount, as in the idle vibration region II described above.

Therefore, as shown in FIG. 1, the control device 60 includes a first control or mount transmission force canceling control section 61 and a second control or vector canceling control section 62, as well as an area determination section. 63, an output switching unit 64, and an input scanning unit 65. The output of the G sensor 50 of the mount case is given to the first controller 61,
The output of the G sensors 51 and 52 in the vehicle compartment is given to the control unit 62 of the above through the input scanning unit 65. The region determination unit 63 determines which of the regions I to IV shown in FIG. 7 the engine speed belongs to from the output of the rotation speed sensor 56, and gives the determination result to the output switching unit 64. According to the determination result, the output switching unit 64 selects no signal and outputs no control signal in the case of the region I of 15 Hz or less, and outputs the control signal from 15 Hz to 30 Hz.
In the case of the range II of Hz and the range IV of 60 Hz or more, the control signal from the first control unit 61 is selected and output, and the range from 30 Hz to 60
In the case of the Hz region III, the control signal from the second control unit 62 is selected and output. The input scanning unit 65 scans the outputs of the two G sensors 51 and 52 provided in the vehicle compartment, selects the G sensor having the larger output, and inputs the selected G sensor to the second control unit 62.

Therefore, the control is performed as follows. (I) Active mount 3 in area I below 15 Hz
Instead of controlling A and 3B, passive control is simply performed using the damping force of the liquid mount having the orifice 11. However, the resonance frequency of the loss factor of the orifice 11 is set to 11
It was set to Hz to improve the effect of passive control against shocks and hiccups. (II) In the region II of 15 Hz to 30 Hz, the first control unit 6
By applying a control signal from the active mounts 3A and 3B to the actuators,
Zero idle vibration input from the engine to the vehicle body through A and 3B. (III) In a region III of 30 Hz to 60 Hz, a control signal from the second control unit 62 is applied to the actuators of the active mounts 3A and 3B, so that vehicle interior noise (low-speed muffled noise) is generated due to vibration input from the suspension. The vibration of the vehicle body position, which has the greatest effect on, is canceled by the control force generated by the active mounts 3A and 3B. (IV) In the area IV of 60 Hz or higher, the control signal from the first control unit 61 is applied to the actuators of the active mounts 3A and 3B, so that the mounts 3A and 3B are mounted.
The vibration input from the engine to the vehicle body through B is eliminated, and the middle and high speed muffled noise is eliminated.

The delay device 70 will be described below. Figure 8 shows the engine to front roll mount 3A,
It is the figure which calculated | required the relationship between the phase of the vibration input into the rear roll mount 3B, the head mount 3C, and the transmission mount 3D, respectively, and the engine speed based on the rear roll mount 3B with respect to the frequency of both inputs of each mount. It exhibits a stable phase difference. Therefore, the delay device 70 is provided with a phase difference map for each engine speed, and the control signal is delayed based on this map and applied to the rear active mount 3B.
As a result, one control device 60 can drive the two active mounts 3A and 3B.

Basically, the first and second control units 61 and 62 may be either feedback control or feedforward control.

In the present embodiment, the second control section 62 includes a digital variable filter section 62A and an LMS as shown in FIG.
And a filter coefficient control unit 62B using the method (least squares method). That is, a pulse obtained at each ignition timing from the rotation speed sensor 56 is passed through the variable filter unit 62A as a control signal, and at that time, a filter coefficient is set so that the output of the vehicle interior vibration sensor, for example, the G sensor 51 is minimized. The control unit 62B controls the filter coefficient of the variable filter unit 62A. Hereinafter, the principle of this control will be described with reference to FIGS. 1 and 9 to 10.

In FIG. 1, it is defined as follows. N: Vibration excitation force of the engine 2 D: Engine vibration detection signal of the G sensor 50 S: Control signal to the actuator of the second control unit 62 P: Body vibration detection signal of the G sensor 51 T: Second control unit The transfer characteristic of 62 is now H_ijFrom i (= one of N, D, S, P)
transfer characteristics to j (= any one of N, D, S, P)
Then, the vehicle body vibration detection signal P when the system is stopped _offIs next
It is given by equation (1). In addition, body vibration during system operation
Motion detection signal P_onAnd the engine vibration detection signal D and at that time
And the control signal S are given by the following equations (2) to (4), respectively.
It

[Formula 1] P _off = H _NP · N (Equation 1)

[Equation 2] P _on = H _SP · S + H _NP · N Equation (2)

[Formula 3] D = H _SD · S + H _ND · N Equation (3)

## EQU00004 ## S = T.D ... Equation (4) If the engine vibration detection point is a portion where the following equation (5) is satisfied, the following equation (6) is obtained from the equations (1) to (4). ) Is established.

[Formula 5] H _DP = H _NP / H _ND Equation (5)

[6] _{P on / P off = {H} DP - (H DP · H SD -H SP) T} / {H DP · (1-H SD · T)} ... (6)

Therefore, in order to make the vehicle body vibration P _on during system operation zero (P _on = 0), the transfer characteristic T _{d of} the second controller 62 should be given by the following equation (7). is there.

[Equation 7] _{T d = H DP / (H} DP · H SD -H SP) ... formula (7) In other words, the transfer of the right-hand side in the equation (7) characteristic H _DP, H _SD, H
If all _SP can be measured, T _d that makes the vehicle body vibration P _on = 0 should be obtained.

However, H _DP can be measured because it is the transfer characteristic from the engine vibration detection signal D to the vehicle body vibration detection signal P when the system is stopped, but H _SD and H _SP can be measured when the engine is stopped. Moreover, since the control force of the actuator is the transfer characteristic from the control signal S to the engine vibration detection signal D and the transfer characteristic from the control signal S to the vehicle body vibration detection signal P under the same condition as when the engine is operating, it is strictly measured. It is impossible.

Since it is considered that the characteristic of the system changes due to the operation of the engine as described above, it is necessary to change the transfer characteristic T of the second controller 62 in order to follow the change. Therefore, do the following.

First, the following equation (8) is obtained from the above equations (1) to (4).
To get Further, if the numerator on the right side of the above equation (6) is H _R , the following equation (9) is obtained. Therefore, from both equations (8) and (9), the following equation (1)
0) is obtained. From the equation (10), it is known that H _R is a transfer characteristic from the engine vibration detection signal D to the vehicle body vibration detection signal P when the system is operating, and this can be measured. Therefore, in order to set P _on = 0, it suffices to update the transfer characteristic T of the second control unit 62 with time so that H _R = 0 in the equation (9).

[Equation 8] P _on = {H _DP − (H _DP · H _SD −H _SP ) T} D ... Expression (8)

[Equation 9] H _R = H _DP − (H _DP · H _SD −H _SP ) T Equation (9)

[Equation 10] H _R = P _on / D (10)

The updating of the transfer characteristic T will be described below. Considering the control model shown in FIG. 9, point P is a vibration observation point, hk is a filter coefficient of the transfer characteristic T, and X (n),
Let Y (n), d (n) and ε (n) be the input signal, control signal, target signal and error signal at the sampling point n, respectively. The error signal ε (n) and the control signal Y (n) are expressed by the following equations (11) and (12), respectively.

(11) ε (n) = d (n) −Y (n) Equation (11)

[Equation 12]

As can be seen from the equation (12), the control signal Y (n) can be changed by changing the filter coefficient hk even with the same input signal X (n). Therefore, assuming {ε (n) ² } as the error evaluation amount, the following equation (13) is obtained from the previous equation (11).
By substituting the previous equation (12) into 3), the following equation (14) is obtained.

[Equation 13] ε (n) ² = [d (n) -Y (n)] ² = d (n) ² -2d (n) · Y (n) + Y (n) ² Equation (13)

[Equation 14]

Since the filter coefficient hk is updated every sampling time n as described above, it is represented by hk (n), and the error evaluation amount ε (n) ² of the above equation (14) is calculated by hk (n).
By partial differentiation with, the following expression (15) is obtained.

[Equation 15]

On the other hand, since the following expression (16) is obtained from the above expressions (11) and (12), X (n-) is provided on both sides of this expression (16).
When multiplied by k), the following equation (17) is obtained. Therefore, by substituting this equation (17) into the previous equation (15), the following equation (1
8) is obtained.

[Equation 16]

[Equation 17]

[Equation 18]

Represented by the above equation (15) or (18)
Error evaluation amount ε (n)²Partial differential value of ∂ {ε (n)²} / ∂
hk is the error evaluation amount ε (n) as shown in FIG.²of
It is a tangent vector at hk (n) point. Therefore, next
Multiply an appropriate coefficient μ for each sampling as in equation (19)
Error rate ε (n)²To
It can converge to the minimum value. In addition, the transfer characteristic T
Filter coefficient is h₀, H ₁... h_N-1And N-th order
In this case, it may be updated as in the following equation (20).

[Formula 19]

[Equation 20]

From the above, in the second control unit 62 shown in FIG. 1, the pulse signal for each ignition timing from the rotation speed sensor 56 is used as the input signal to the variable filter unit 62A, and this is used as the filter coefficient control unit. The tangential vector ∂ {ε (n) ² } / ∂hk is calculated by inputting the vibration detection signal from the G sensor 51 or 52 in the vehicle compartment as an error signal to the filter coefficient control unit 62B while inputting it to 62B. Is multiplied by a coefficient μ to update the filter coefficient of the variable filter unit 62A.

As can be seen from the above description, the input signal to the variable filter section 62A is not limited to the pulse signal for each ignition timing, but may be any reference signal. Further, the updating of the filter coefficient is not limited to the LMS method described above, and a waveform synchronization method or the like can be applied.

FIG. 11 shows the configuration of another embodiment of the present invention. Compared with the embodiment shown in FIG. 1, the second control section 6 is provided.
2 is different in that it performs feedforward control using a map. That is, the second control unit 62 includes two map storage units 62 in addition to the same variable filter unit 62A as in FIG.
There are C and 62D and a filter coefficient selection unit 62E. In these map storage units 62C and 62D, the relationship between the engine speed and the optimum filter coefficient at that time is obtained in advance by a device using the equation (20) and stored as a map. One map storage unit 62C stores a map for the G sensor 51 of the sheet riser, and the other map storage unit 62D stores a map for the G sensor 52 of the panel. Filter coefficient selection unit 62E
Reads the filter coefficient corresponding to the engine speed detected by the rotation speed sensor 56 from the map storage unit corresponding to the G sensor whose output is determined to be large by the input scanning unit 65, and gives it to the variable filter unit 62A. . The variable filter unit 62A processes the input signal with the given filter coefficient and outputs it as a control signal.

FIG. 12 shows the configuration of still another embodiment. In this embodiment, the second control unit 62 performs the feedforward control using the map as in FIG. 11, but there is only one portion in the vehicle interior where vibration is desired to be reduced, for example, one portion of the seat riser portion. Therefore, in this case, as can be seen from the comparison between FIG. 11 and FIG. 12, the second control unit 62 is composed of one map storage unit 62C and the filter coefficient selection unit 62E, and the input scanning unit 65 and other map storage units. The section 62D and the vehicle interior G sensors 51 and 52 are unnecessary. That is, the filter coefficient selection unit 62E reads out the filter coefficient corresponding to the engine speed from the map storage unit 62C and gives it to the variable filter unit 62A. The variable filter unit 62A processes the input signal with the given filter coefficient and outputs it as a control signal.

[0041]

As described above in detail, according to the vehicle body vibration reducing apparatus of the present invention, a plurality of active mounts can be controlled by one control device.

[Brief description of drawings]

FIG. 1 is a diagram showing a vehicle body vibration reduction device according to an embodiment of the present invention.

FIG. 2 is a half sectional view of an active mount used in an embodiment of the present invention.

FIG. 3 is a side view of the same.

FIG. 4 is a plan view of the same.

5 is a cross-sectional view taken along the line AA of FIG.

FIG. 6 is an enlarged half sectional view of the guide rod portion.

FIG. 7 is a diagram showing an example of a relationship between an engine speed region and a control mode.

FIG. 8 is a diagram showing a phase of vibration input to each part of the vehicle body.

FIG. 9 is a diagram showing a control model for explaining the LMS method.

FIG. 10 is a diagram showing a relationship between a minimum value of error evaluation amount and a tangent vector.

FIG. 11 is a diagram showing a vehicle body vibration reduction device according to another embodiment of the present invention.

FIG. 12 is a view showing a vehicle body vibration reducing device according to still another embodiment of the present invention.

[Explanation of symbols]

 1 Vehicle Body 2 Engine Body 3A Active Mount (Front Roll Mount) 3B Active Mount (Rear Roll Mount) 4 Mount Unit 5 Actuator Unit 6 Inner Cylinder 7 Rubber Bushing 8 Mount Case 9, 10 Liquid Chamber 11 Fixed Orifice 15 Diaphragm 18 Coil 19 Guide Rod 21 Actuator inner case 23 Anti-rotation pin 24 Actuator outer case 25 Permanent magnet 28 Screw 50 G sensor for mount case 51 G sensor for seat riser 52 G sensor for panel 53, 54, 55, 57 Amplifier 56 Rotation speed sensor 60 Control device 61 First control unit 62 Second control unit 62A Variable filter unit 62B Filter coefficient control unit 62C Map storage unit 62D Map storage unit 62E Filter coefficient selection unit 6 3 area determination unit 64 output switching unit 65 input scanning unit 70 delay device

Claims (2)

[Claims] (1) A rubber bush for receiving a load of an engine, a mount case fixed to a vehicle body having two fluid chambers partitioned by the rubber bush, an orifice communicating the both liquid chambers, both liquid chambers A movable closing member that closes one of the liquid chambers in a variable volume, and an actuator that drives the movable closing member according to a control signal
(2) A rubber bush that receives the load of the engine, a mount case that has two fluid chambers partitioned by the rubber bush and is fixed to the vehicle body, an orifice that connects the two liquid chambers, and both liquid chambers. A movable closing member that closes one of the liquid chambers in a variable volume, an actuator that drives the moving closing member according to a control signal, and a second active mount that supports the engine at a site different from the first active mount. , (3) a mount case vibration sensor that detects vibration of the mount case of the first active mount, and (4) a control signal to the actuator of the first active mount so as to reduce the output of the mount case vibration sensor. (2) a second active device that delays a control signal from the control device A vehicle body vibration control device, comprising: a delay device that is applied to an actuator of a mount. 2. The vehicle body vibration reduction device according to claim 1, wherein the movable closing member is a diaphragm, the diaphragm and the actuator are provided in an actuator case, and the actuator case and the mount case are integrally connected by a fastening member. Vehicle body vibration reduction device characterized by: