JPH0874926A - Vehicular vibration reduction device and control method thereof - Google Patents

Abstract

PURPOSE: To ensure the reduction effect of a car body vibration by a vibration exciter to the maximum by stopping the change of a phase when the reduction effect of the car body vibration caused by the vibration exciter becomes the most suitable phase displayed extremely at the time of feedback control for changing the phase of the vibration exciter. CONSTITUTION: The device in the title is provided with a vibration exciter for generating the vibration for reducing a car body vibration and a vibration sensor for detecting the car body vibration installed on the floor part of a car room and carries out the feedback control for changing the phase and gain of the vibration by the vibration exciter while receiving the signal of the vibration sensor so that the reduction effect of the car body vibration by the vibration exciter may be displayed extremely. In this feedback control, the phase of the vibration by the vibration exciter is maintained when the car body vibration becomes less than a threshold value after control start and thereafter, the phase of the vibration by the vibration exciter is changed again when the car body vibration becomes more than the shreshold value.

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 apparatus for efficiently reducing vehicle body vibration by using a vibration exciter and a control method thereof.

[0002]

2. Description of the Related Art Generally, in a vehicle, when the engine is idling, the vibration of the vehicle body due to the engine is near the resonance point of the vehicle body and vibrates greatly. There is a problem that the muffled sound becomes loud.

Therefore, in order to solve such a problem, a vibration reducing device as disclosed in, for example, JP-A-60-113840 has been proposed. This vibration reducing device basically includes a vibration generator that generates vibration for reducing vehicle body vibration, and generates a vibration force having a phase opposite to that of the vehicle body vibration in the vibration generator. In addition, the above-mentioned publication includes a vibration sensor and a vibration sensor that is attached to a predetermined portion of a vehicle body (for example, a floor portion on the passenger compartment side) to detect vibration of the vehicle body at the predetermined portion. It is disclosed that feedback control is performed to change the phase and gain of vibration by the vibration exciter while receiving the detection signal of the vibration sensor so that the effect of reducing vehicle body vibration is maximized.

[0004]

SUMMARY OF THE INVENTION However, in the publication of the above-mentioned publication, when performing feedback control for changing the phase of the vibration exciter, the optimum phase at which the effect of reducing the vibration of the vehicle body by the vibration exciter is most exerted. When the above condition occurs, the phase is further changed so that the optimum phase is always sensible. However, there is a problem that the change in the optimum phase causes an increase in vehicle body vibration and deterioration in riding comfort.

The present invention has been made in view of the above points, and it is an object of the present invention to exert the most effect of reducing the vibration of the vehicle body by the vibration exciter when performing feedback control for changing the phase of the vibration exciter. When the optimum phase is reached, the phase change is stopped to maximize the effect of reducing the vehicle body vibration by the vibration exciter.

[0006]

In order to achieve the above object, the invention according to claim 1 is a vibration reducing device for a vehicle, which is a vibration exciter for generating vibration for reducing vibration of a vehicle body, and a predetermined vehicle body. A vibration sensor attached to a location for detecting vehicle body vibration at the predetermined location, and a phase of vibration of the vibration exciter while receiving a signal from the vibration sensor so that the effect of reducing the vehicle body vibration by the vibration exciter is maximized. And a control means for performing feedback control for changing the gain. Then, in the control means, the phase of vibration by the vibration exciter is maintained when the vehicle body vibration becomes less than the predetermined value after the control is started, and when the vehicle body vibration becomes equal to or more than the predetermined value after that, the vibration exciter again operates It is configured to change the phase of vibration.

According to a second aspect of the present invention, in the invention according to the first aspect, when the feedback control of the control means is performed, the setting of the phase of vibration by the vibration exciter at the beginning of the control is limited. That is, the control means has an optimum phase map obtained by previously obtaining and mapping an optimum phase corresponding to the driving mode of the vehicle, and at the time of changing the driving mode of the vehicle, the optimum phase corresponding to the changed mode from the map. Is read out, and the feedback control is started with the phase as the phase of the vibration by the vibration exciter first.

The inventions according to claims 3 to 5 all specifically show the driving mode of the vehicle in the invention according to claim 2. That is, in the invention according to claim 3, the driving mode of the vehicle is a shift range of the automatic transmission in a vehicle equipped with the automatic transmission. In the invention according to claim 4, the operation mode of the vehicle is an on / off state of the air conditioner in a vehicle equipped with the air conditioner. In the invention according to claim 5, the operation mode of the vehicle is both the shift range of the automatic transmission and the on / off state of the air conditioner in the vehicle equipped with the automatic transmission and the air conditioner.

According to a sixth aspect of the invention, in the invention according to the first aspect, the predetermined value is set to a different value for each driving mode of the vehicle.

According to a seventh aspect of the present invention, there is provided a vibration exciter for generating vibration for reducing vibration of the vehicle body, and a vibration sensor attached to a predetermined portion of the vehicle body for detecting the vehicle body vibration at the predetermined portion. A control method for a vehicle vibration reduction device that performs feedback control that changes the phase and gain of vibration by the vibration exciter while receiving a signal from the vibration sensor so that the effect of reducing the vehicle body vibration by the vibration exciter is maximized. When the vehicle body vibration falls below a predetermined value after the start of control, the vibration phase of the vibration exciter is maintained, and when the vehicle body vibration exceeds the predetermined value, the vibration phase of the vibration exciter is changed again. The configuration is

[0011]

With the above construction, in the invention according to claim 1 or 7, vibration of the vibration exciter is received while receiving the signal of the vibration sensor so that the effect of reducing the vibration of the vehicle body by the vibration exciter is maximized. When performing feedback control that changes the phase and gain, if the vehicle body vibration becomes less than the specified value after the control is started, the vibration phase of the vibration exciter is maintained, and the operation of the vibration exciter is maintained at that phase. It is maintained in the state where the effect of reducing the vehicle body vibration is maximized. After that, when the vehicle body vibration exceeds a predetermined value, the phase of the vibration by the vibration exciter is changed again and adjusted to the optimum phase, and the effect of reducing the vehicle body vibration by the vibration exciter is maximized.

According to the second aspect of the present invention, when the vehicle operating mode is changed when the shift of the automatic transmission is changed or when the engine load is greatly changed, such as when the air conditioner is turned on or off, the vehicle is driven in advance. The optimum phase corresponding to the mode is read from the optimum phase map obtained by obtaining the optimum phase corresponding to the mode, and the feedback control is started with the phase being the phase of the vibration by the exciter first. In the feedback control, the vibration phase of the vibration exciter quickly reaches the optimum phase in which the effect of reducing the vibration of the vehicle body is maximized.

In the invention according to claim 6, the predetermined value as the threshold value for holding the phase of the vibration exciter is set to a different value for each operation mode of the vehicle. If the predetermined value is large, it is possible to effectively exert the effect of reducing the vehicle body vibration by setting the optimum phase of vibration by the vibration exciter according to the operation mode, and to prevent unnecessary phase change. Will be aimed at.

[0014]

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

1 and 2 show a vehicle vibration reducing apparatus according to an embodiment of the present invention, FIG. 1 shows the arrangement of each component of the vibration reducing apparatus, and FIG. 2 shows a block configuration of the vibration reducing apparatus. Show.

In FIG. 1, reference numeral 1 is a vehicle body, 2 is an engine arranged in an engine room at the front of the vehicle body, and although the engine 2 is not shown, the engine mount rubber is provided at three or four locations, respectively. It is attached to the vehicle body 1 via. An engine mount rubber that supports a rear portion of the engine 2 has a built-in vibration exciter 3 that generates vibration for reducing vehicle body vibration due to the operation of the engine 2. Reference numeral 4 is a controller as a control means for controlling the operation of the vibration exciter 3, 5 is an engine rotation signal generator for generating a pulse signal in accordance with the rotation of the engine 2, and 6 is mounted on the floor portion of the vehicle interior of the vehicle body 1. This is a vibration sensor that detects the vibration of the vehicle body on the floor of the passenger compartment, and the signals from the signal generator 5 and the vibration sensor 6 are input to the controller 4. In the case of the present embodiment, the vehicle is equipped with an automatic transmission and an air conditioner, and as shown in FIG. 2, the signal of the shift range sensor 7 for detecting the shift range position of the automatic transmission and the air conditioner. A signal from an air conditioner switch 8 which is an on / off switch for (air conditioner) is also input to the controller 4. The actuator of the air conditioner operates by the power of the engine 2.

FIG. 3 shows the structure of the engine mount rubber which incorporates the vibrator 3. In this figure, 11 is a casing, 12 is an upper main liquid chamber 13 inside the casing 11.
And a supporting rubber defined between the lower side sub-chamber 14 and
A horizontally extending circular pipe 15 is embedded in the support rubber 12, and a spindle 16 is inserted into the circular pipe 15. Although not shown, both ends of the support shaft 16 are connected to the engine 2 via brackets, while the casing 11 is attached to the vehicle body 1. The support rubber 12 is formed with an orifice 17 which connects the main liquid chamber 13 and the sub liquid chamber 14 to each other, and the main liquid chamber 1
3, the sub liquid chamber 14 and the orifice 17 are filled with a liquid such as oil. The support rubber 12 vibrates as the engine vibrates, and the volumes of the main liquid chamber 13 and the sub liquid chamber 14 change accordingly.
7 is made to flow, and the engine vibration is damped by the flow resistance at that time.

Further, the main liquid chamber 13 in the casing 11
A vibrating plate 21 is arranged above, and a peripheral edge of the vibrating plate 21 is supported by a casing 11 via a support rubber 22 so as to be vertically vibrable. Above the vibration plate 21, a permanent magnet 23 is arranged on the center line of the casing 11, and a coil 24 is arranged around the permanent magnet 23. On the other hand, a horizontal plate 25 facing the vibrating plate 21 is connected to the circular pipe 15. When a current flows through the coil 24, the vibrating plate 21 vibrates due to the interaction with the magnetic field generated by the permanent magnet 23, and this vibration is transmitted to the horizontal plate 25 through the liquid in the main liquid chamber 13,
The horizontal plate 25 vibrates, and the coil 24,
The permanent magnet 23, the vibrating plate 21, the horizontal plate 25, and the like constitute the exciter 3 that generates vibration in the casing 11 of the engine mount rubber.

As shown in FIG. 2, the controller 4 has a sine wave generator 31 for generating a sine wave that is an integral multiple of the engine speed based on the pulse signal from the engine speed signal generator 5, and the generator 31. The sine wave sent from
Based on the signals of the phase / gain change processing unit 32 for changing to the phase and gain determined by the phase / gain determination unit 35, which will be described later, and the signals of the shift range sensor 7 and the air conditioner switch 8, the vehicle operation mode (shift range and air conditioner An operation mode determination unit 33 for determining (on / off state), an integrator 34 for time-integrating a signal from the vibration sensor 6, and an exciter 3
Phase that determines the phase and gain of the sine wave generated by
The gain determination unit 35 and the optimum phase / gain map obtained by previously obtaining and mapping the optimum phase and gain corresponding to the driving mode of the vehicle and the threshold value map set for each driving mode are stored. And a storage unit 36 that is provided. The phase / gain determination unit 35 includes the driving mode of the vehicle determined by the driving mode determination unit 33, direct vibration information from the vibration sensor 6, and vibration information time-integrated by the integrator 34. Based on the above, the optimum phase and gain are read from the optimum phase / gain map stored in the storage unit 36, and the optimum phase and gain are searched by feedback control and sent to the phase / gain change processing unit 32. Therefore, the phase / gain change processing unit 32 outputs the sine wave changed to the optimum phase and gain to the vibration exciter 3 as a control signal.

Next, the vibrator 3 by the controller 4
The operation control will be described based on the flowcharts shown in FIGS.

In FIG. 4, the phase / gain determining unit 35 includes an exciter 3
6 is a flowchart for determining the phase and gain of the sine wave vibration generated by. In this flow chart,
After the start, first, in step S1, the reference phase is determined based on the detection signal (G signal) of the vibration sensor 6. The determination of the reference phase is performed according to the flowchart shown in FIG.

Subsequently, in step S2, it is determined based on the signal from the driving mode determination section 33 whether or not the driving mode of the vehicle has changed. If the determination is YES, the optimal phase / gain map is determined in step S3. After reading the optimum phase and gain corresponding to the changed operation mode from the above, and setting them as the initial phase and gain of the vibration by the vibration exciter 3, the process proceeds to step S4. On the other hand, when the determination in step S2 is NO, the process proceeds to step S4 without initializing. Here, as shown in FIG. 10, the optimum phase map has two shift positions: a non-running range of the neutral (N) range or the parking (P) range, and a running range of the S range, L range, or D range. In addition, the state of the air conditioner is divided into two states, on and off, and the optimum phases φ1 to φ4 are set by experiments and the like for each of the four operation modes consisting of these combinations. Therefore, the determination as to whether or not the operation mode has changed in step S2 is to determine whether or not the mode has changed between these four operation modes.

In step S4, the optimum phase is searched.
According to the flowcharts shown in FIGS. 6 to 8, the search for the optimum phase is most effective in reducing the vehicle body vibration (more specifically, the vibration of the vehicle compartment floor where the vibration sensor 6 is attached) by the vibration exciter 3. As described above, the feedback control is performed to change the phase of vibration while receiving the signal of the vibration sensor 6. Then, in step S5, the optimum gain is searched. This search for the optimum gain is performed by feedback control that changes the gain of the vibration while receiving the signal from the vibration sensor 6 so that the effect of reducing the vibration of the vehicle body by the vibration exciter 3 is maximized similarly to the search for the optimum phase. . Then, after searching for the optimum phase and the optimum gain,
In step S6, the shaker 3 is operated with these optimum phases and gains.
A command is sent to the phase / gain change processing unit 32 to vibrate.

Then, in step S7, the threshold value is read from the threshold map in correspondence with the operation mode. As in the case of the optimum phase map, the threshold map has a shift position which is the non-running range of the neutral (N) range or the parking (P) range, and S, as shown in FIG.
The condition of the air conditioner is divided into two, that is, the range, the L range or the D range, and the threshold values X1 to X4 are set for each of the four operation modes consisting of these combinations. It is a thing. Where 4
The three threshold values X1 to X4 are larger in the operating mode in which the engine load is larger. That is, of the four operating modes, the operating mode with the largest engine load, the shift position is in the driving range and the threshold value X2 when the air conditioner is on is the largest, and in the following order, the shifting position is in the driving range. The threshold X4 when the air conditioner is off, the threshold X1 when the shift position is in the non-running range and the air conditioner is on, and the threshold X3 when the shift position is in the non-running range and the air conditioner is off (X2>X4>X1> X3).

Subsequently, the vehicle body vibration is measured by the vibration sensor 6 in step S8, and it is determined in step S9 whether the vehicle body vibration is equal to or more than the previously read threshold value. When the determination is YES, the process returns to step S2 to search for the optimum phase and gain, while when the determination is NO, the process returns to step S8 and the vibration and vibration of the vehicle body 3 are maintained while the phase and gain of the vibration of the vibrator 3 are maintained. Repeat the measurement.

When the phase and the gain of the vibration generated by the vibration exciter 3 are determined based on such a flow chart,
In order to maximize the effect of reducing the vehicle body vibration by the shaker 3, the optimum phase and gain are searched by feedback control that changes the phase and gain of the vibration while receiving the signal of the vibration sensor 6, and the optimum phase and gain are searched. When the vehicle body vibration of the vehicle compartment floor becomes less than the threshold values X1 to X4 by vibrating the shaker 3 with the gain, the shaker 3
Since the phase and the gain of the vibration due to are retained, it is possible to maintain the state in which the effect of reducing the vibration of the vehicle body is maximized. After that, when the vehicle body vibration becomes equal to or higher than the threshold values X1 to X4 due to disturbance or the like, the phase and gain of the vibration by the vibration exciter 3 are changed again to search for the optimum phase and gain. It is possible to maximize the effect of reducing vehicle body vibration. As a result, it is possible to always properly set the vibration phase and the gain of the vibration exciter 3 to effectively exert the effect of reducing the vibration of the vehicle body, and it is possible to prevent an unnecessary phase change.

Further, in the feedback control for searching for the optimum phase and gain, when the operation mode of the vehicle in which the engine load changes greatly, the optimum phases φ1 to φ4 and the gain corresponding to the operation mode of the vehicle are previously obtained. Read the optimum phase and gain corresponding to the changed operation mode from the mapped optimum phase and gain map,
Since the feedback control is started using the phase as the phase and the gain of the vibration by the vibration exciter 3 first, the phase and the gain of the vibration of the vibration exciter 3 are set to the optimum phase and the gain at which the effect of reducing the vibration of the vehicle body is maximized. Can be reached quickly.

Further, the threshold values X1 to X4 for holding the phase of the vibration exciter 3 are set to a larger value in the operation mode in which the engine load is larger. Therefore, the vibration of the vibration exciter 3 depends on the operation mode. It is possible to effectively exhibit the effect of reducing the vibration of the vehicle body by the optimal phase setting and to prevent the unnecessary phase change.

Next, the determination of the reference phase will be described with reference to the flowchart shown in FIG.

In FIG. 5, first, the G signal from the vibration sensor 6 is read in step S11, and the G signal is read in step S12.
Wait until the signal changes from negative to positive. Then, when the G signal changes from negative to positive, counting of the pulse signal from the engine rotation signal generator 5 is started, the G signal from the vibration sensor 6 is read in step S14, and the G signal is read again in step S15. Wait until it changes from negative to positive. When the G signal again changes from negative to positive, step S16
Then, it is determined whether or not the pulse signal count number (pulse counter) at that time is a predetermined number. Here, the predetermined number is the number of pulse signals generated per engine revolution. Therefore, the determination in step S16 is, after all, the time when the G signal changes from negative to positive in step S12, and the G signal again in step S15.
It is determined whether the engine makes one revolution between the time when the signal changes from negative to positive, and whether the point where the G signal changes from negative to positive is correct. Then, when this determination is YES, the sine wave sent from the sine wave generation unit 31 is set with reference to the time point when the G signal changes from negative to positive in step S17, and the determination of the reference phase ends. .

According to such determination of the reference phase, the sine wave generator 31 sends the sine wave with reference to the time when the G signal of the vibration sensor 6 used for the feedback control of the vibration exciter 3 changes from negative to positive. Since the phase of the generated sine wave and thus the vibration generated by the vibration exciter 3 is determined, a dedicated component for determining the phase reference is not required, which can contribute to cost reduction. Moreover, the fact that the point where the G signal changes from negative to positive is correct is checked by the pulse signal of the engine rotation signal generator 5, so that the phase reference can be accurately determined.

Next, the search for the optimum phase will be described with reference to the flowchart shown in FIG.

In FIG. 6, first, in step S21, the step width for changing the phase of the vibration of the vibration exciter 3 is set to W1, and in step S22, the first step with the step width W1 is set.
Search for the optimum phase for the second time. This search for the optimum phase is performed according to the flowcharts shown in FIGS. Then, in step S23, the step width when changing the phase of the vibration of the vibration exciter 3 is set to W2 (<W1), and in step S24, the second optimum phase is searched with the step width W2. With the above, the search for the optimum phase is completed. Note that the second optimum phase search is basically the same as the first optimum phase search, and only the step width is different.

Next, the first search for the optimum phase will be described with reference to the flowcharts shown in FIGS.

In FIG. 7, first, the timer is started in step S31, the G signal from the vibration sensor 6 is read in the integrator 34 in step S32, and the integral calculation is performed. In step S33, a predetermined time is elapsed from the timer start time. Wait for the passage. When the predetermined time has elapsed, the integrated value I1 of the G signal corresponding to the integrated value of the vehicle body vibration is stored in step S34.

Subsequently, in step S35, the vibration phase of the vibration exciter 3 is advanced from the initial phase by the step width W1, and then the timer is started again in step S36, and then step S36 is started.
At 37, the G signal from the vibration sensor 6 is read and its integral calculation is performed, and at step S38, it waits until a predetermined time elapses from the timer start time. When the predetermined time has elapsed, the integrated value I2 of the G signal is stored in step S39, and the integrated value I before the phase is advanced in step S40.
The magnitude of 1 and the subsequent integrated value I2 is compared. When the integrated value I2 after advancing the phase is smaller, I2 is replaced with the integrated value I1 before advancing the phase in step S41, and then the process returns to step S35, and the vibration phase of the vibration exciter 3 is changed by the step width. Advance W1 only.

On the other hand, when the integral value I1 before advancing the phase is smaller, the process proceeds to step S42 in FIG. 8 to delay the phase of vibration of the vibration exciter 3 by twice the step width W1. The reason why the step width W1 is delayed by twice is to delay the phase by the step width W1 from the phase at which the vehicle body vibration is minimized in the step of advancing the phase from the initial phase. continue,
The timer is started in step S43, the G signal from the vibration sensor 6 is read in and the integral calculation is performed in step S44, and in step S45, a predetermined time elapses from the timer start time. When the predetermined time has elapsed, the integrated value I3 of the G signal is stored in step S46, and the integrated value before the phase is delayed in step S47 (corresponding to the minimum integrated value in the step of advancing the phase from the initial phase).
The magnitude of I1 and the subsequent integrated value I3 are compared. If the integrated value I3 after delaying the phase is smaller, step S
At 48, I3 is replaced with the integral value I1 before the phase is delayed, and at the step S35, the phase of the vibration of the vibration exciter 3 is delayed by the step width W1 and then the process returns to the step S43.
When the integral value I1 before delaying the phase is smaller,
In step S50, the phase width of the vibration of the vibration exciter 3 is advanced by the step width W1 in order to return the phase of the vibration of the vehicle body to the minimum phase. With the above, the first optimum phase search is completed.

Here, the optimum phase search is repeated twice, and the step width W1 of the first optimum phase search is set to the step width W of the second optimum phase search.
The reason for making the value larger than 2 is that the phase where the integrated value of the G signal is locally minimum is not mistakenly made the optimum phase. Further, when obtaining the vehicle body vibration from the G signal of the vibration sensor 6, in the search for the optimum phase, the G signal is integrated and calculated,
To judge the magnitude of vehicle body vibration based on the integrated value,
This is because errors due to noise or the like are eliminated to improve the accuracy of vehicle body vibration. On the other hand, the vehicle body vibration measured in step S8 of FIG. 4 uses a single G signal from the vibration sensor 6 in order to improve the control response.

Next, control when changing the phase of vibration of the vibration exciter 3 will be described with reference to the flowchart shown in FIG. The control of the vibration exciter 3 has a map in which sine wave data is entered for each address, and the pointer is moved one by one at each waveform output timing to read the data in the address order from the map. Is used.

In FIG. 9, after starting, the pointer is first moved by one in step S61, and then step S61 is performed.
In step 62, sine wave data is read from the map, and in step S63 it is determined whether the phase needs to be changed. When it is unnecessary to change the phase, the process returns to step S61 to repeat the movement of the pointer and the reading of data. On the other hand, when the phase needs to be changed, in step S64, the phase change amount Δφ falls within the range of 0 to 180 degrees. Determine if there is.

If the above determination is YES, step S
At 65, it is determined whether the pointer is the phase change point. The phase change point is a position corresponding to the apex of the sine wave. When it is not the phase change point, the pointer is moved by one in step S66 and the process proceeds to step S67. When it is the phase change point, the process proceeds to step S67 without moving the pointer. Step S67
Then, it is determined whether or not the current phase has reached the target phase. If the determination is NO, the process returns to step S65, while if the determination is YES, the phase change is terminated in step S68 and the process returns.

On the other hand, when the determination in step S64 is NO, that is, the phase change amount Δφ is 180 to 360 degrees (-1
(80 to 0 degree), it is determined in step S69 whether or not the pointer is the phase change point. When it is not the phase change point, the pointer is moved by 1 in step S71 and the process proceeds to step S72. When it is the phase change point, the pointer is moved by 2 in steps S70 and S71 and the process proceeds to step S72. In step S72, it is determined whether or not the current phase has reached the target phase. If the determination is NO, the process returns to step S69 while the determination is YE.
If S, the phase change is completed in step S68 and the process returns.

When the phase of the vibration of the vibration exciter 3 is changed according to such a flow chart, the waveform of the vibration is shown in FIGS. 12 (a) and 12 (b). FIG. 12A shows a waveform of vibration when the phase is delayed by stopping the pointer, and FIG. 12B shows a waveform of vibration when the phase is advanced by moving the pointer two at a time. . Here, the phase change point is set to a position corresponding to the apex of the sine wave, as can be seen from FIG. 12, in order to avoid a large change in the waveform due to the change in phase as much as possible, and thus the waveform contains a harmonic component. This is to prevent it from becoming damaged. When changing the gain of the vibration in the control system of the vibrator 3 of the pointer system, the waveform of the vibration changes from negative to positive in order to prevent the harmonic component from being included in the waveform. It is desirable to change the phase with position.

In the above embodiment, the case where the vibration exciter 3 is built in the engine mount rubber has been described. However, in the present invention, the vibration exciter 3 is formed separately from the engine mount rubber and the vibration is generated. The same can be applied to the case where the machine 3 is attached to an appropriate place in the engine room.

Further, in the above embodiment, when the vehicle body vibration of the passenger compartment floor becomes less than the threshold values X1 to X4, the phase and the gain of the vibration by the vibration exciter 3 are held, and thereafter the vehicle body vibration becomes the threshold. When the value becomes X1 to X4 or more, the phase and gain of the vibration by the vibration exciter 3 are changed again to search for the optimum phase and gain. Since the vibration phase of the machine 3 is larger than the gain, the present invention provides only the phase of vibration of the vibration machine 3 when the vehicle body vibration of the vehicle compartment floor becomes less than the threshold values X1 to X4. Alternatively, only the phase of the vibration caused by the vibration exciter 3 may be changed when the vibration of the vehicle body becomes equal to or more than the threshold values X1 to X4 after the holding.

[0046]

As described above, according to the vehicle vibration reducing apparatus and the control method therefor of the present invention, the vibration phase of the vibration exciter is feedback-controlled so that the effect of reducing the vehicle body vibration by the vibration exciter is maximized. When the vehicle body vibration becomes less than the predetermined value after the control is started, the vibration phase of the vibration exciter is maintained, and when the vehicle body vibration becomes more than the predetermined value, the vibration phase of the vibration exciter is changed again. Since it is changed, it is possible to prevent unnecessary phase change while appropriately setting the vibration phase of the vibration exciter, and it is possible to effectively exert the effect of reducing vehicle body vibration by the vibration exciter.

In particular, according to the invention as claimed in claims 2 to 5, when the shift range of the automatic transmission is changed, or when the operating mode of the vehicle in which the engine load changes greatly, such as when the air conditioner is turned on or off, is changed. , The optimum phase corresponding to the changed mode is read from the optimum phase map obtained by obtaining the optimum phase corresponding to the vehicle operation mode in advance, and feedback control is first performed as the phase of the vibration by the vibration exciter. Since it is started, it also has an effect that the vibration phase of the vibration exciter in the feedback control can quickly reach the optimum phase in which the effect of reducing the vehicle body vibration is most effectively exhibited.

According to the invention of claim 6, the predetermined value as the threshold value for holding the phase of the vibration exciter is set to a different value for each operation mode of the vehicle. Accordingly, it is possible to more effectively secure the effect of reducing the vehicle body vibration by setting the optimum phase of the vibration of the vibration exciter and prevent the unnecessary phase change.

[Brief description of drawings]

FIG. 1 is a layout view of each component of a vibration reduction device according to an exemplary embodiment of the present invention.

FIG. 2 is a block diagram of the same vibration reduction device.

FIG. 3 is a vertical cross-sectional view of an engine mount rubber incorporating a vibration exciter.

FIG. 4 is a flow chart for determining the phase and gain of sine wave vibration generated by the vibration exciter.

FIG. 5 is a flowchart of determining a reference phase.

FIG. 6 is a flowchart of an optimum phase search.

FIG. 7 is a partial view of a flowchart of a first optimum phase search.

FIG. 8 is a partial view of the same flowchart.

FIG. 9 is a flowchart of control when changing the phase of vibration of the vibration exciter.

FIG. 10 is a diagram showing an optimum phase map.

FIG. 11 is a diagram showing a threshold map.

FIG. 12 is a diagram showing a change in a vibration waveform when a vibration phase of a vibration exciter is changed.

[Explanation of symbols]

 3 Exciter 4 Controller (control means) 6 Vibration sensor

Front page continuation (72) Inventor Shigeji Matsumoto 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (7)

[Claims] 1. A vibration exciter that generates vibration for reducing vehicle body vibration, a vibration sensor that is attached to a predetermined location of the vehicle body and detects the vehicle body vibration at the predetermined location, and the reduction of vehicle body vibration by the vibration exciter. In order to maximize the effect, in a vehicle vibration reduction device including a control unit that performs feedback control that changes the phase and gain of vibration by the vibration exciter while receiving a signal from the vibration sensor, the control unit is , When the vehicle body vibration becomes less than a predetermined value after the start of control, the vibration phase of the vibration exciter is maintained, and when the vehicle body vibration becomes more than the predetermined value, the vibration phase of the vibration exciter is changed again. A vibration reduction device for a vehicle, characterized in that 2. The control means has an optimum phase map in which an optimum phase corresponding to the driving mode of the vehicle is previously obtained and mapped, and when the driving mode of the vehicle is changed, the control means corresponds to the mode after the change. The vibration reduction device for a vehicle according to claim 1, wherein the optimum vibration phase is read, and feedback control is started by first using the optimum phase as a vibration phase of the vibration exciter. 3. The vibration reduction device for a vehicle according to claim 2, wherein the operation mode of the vehicle is a shift range of the automatic transmission in a vehicle equipped with the automatic transmission. 4. The vibration reduction device for a vehicle according to claim 2, wherein the operation mode of the vehicle is, in a vehicle equipped with an air conditioner, an on / off state of the air conditioner. 5. A vehicle according to claim 2, wherein the operation mode of the vehicle is both a shift range of the automatic transmission and an on / off state of the air conditioner in a vehicle equipped with the automatic transmission and the air conditioner. Vibration reduction device. 6. The vibration reducing device for a vehicle according to claim 1, wherein the predetermined value is set to a different value for each operation mode of the vehicle. 7. A vehicle body including the vibration exciter for generating vibration for reducing vehicle body vibration, and a vibration sensor mounted on a predetermined portion of the vehicle body for detecting the vehicle body vibration at the predetermined portion. In the control method of the vehicle vibration reduction device, which performs feedback control to change the phase and gain of the vibration by the vibration exciter while receiving the signal of the vibration sensor so that the vibration reduction effect is maximized. When the vehicle body vibration is less than a predetermined value, the phase of the vibration caused by the vibration exciter is maintained, and when the vehicle body vibration exceeds the predetermined value, the phase of the vibration caused by the vibration exciter is changed again. A method for controlling a vehicle vibration reduction device.