JPH0885345A - Damping device for vehicle - Google Patents

Abstract

PURPOSE: To constantly achieve excellent damping effect by combining damping control data for each cylinder group in the combustion process starting order of cylinders to reference of cylinder determination signals, and shaping the data into damping control signals having periodic cycles and phase angles decided in accordance with the cylinder determination signals and a rotational speed to be outputted to a damping means. CONSTITUTION: A rotational speed sensor 1 to detect the number of rotations, a cylinder determination sensor 2 to detect a cylinder determination signal, and a throttle opening detection sensor 3 to detect a throttle opening are provided, and output signals of these are inputted to a control device 4. Damping control data for each cylinder group read from a memory means is combined in the combustion process starting order of cylinders to reference of the inputted cylinder determination signals. The data is then shaped into damping control signals having periodic cycles and phase angles decided in accordance with the cylinder determination signals and the number of rotations to be outputted to a damping device 5. Vibration difference in every combustion process in each cylinder, (that is amplitude difference or phase difference), is thus eliminated to provide excellent damping property.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle vibration damping device for damping vehicle body vibrations caused by a vehicle engine.

[0002]

2. Description of the Related Art For example, Japanese Patent Laid-Open No. 61-220925 discloses a vibration mode of a vehicle body predicted based on an engine speed.
It is proposed to generate a vibration suppression control signal optimal for vibration reduction according to the vibration and output this vibration suppression control signal to an actuator for vibration suppression.

More specifically, in the case of a four-cylinder engine, conventionally, a crank angle of 180 degrees (in general, a pulse signal called a TDC signal having a crank angle of 360 degrees as one cycle) is input to the crank angle of 180 degrees ( The period and timing of a predetermined piston moving from the top dead center to the bottom dead center) are detected, and the time axis of the vibration damping waveform for the crank angle of 180 degrees stored in advance is set to the crank angle of 180 degrees. The vibration suppression control is performed by expanding / contracting so as to match (waveform shaping), and outputting the waveform-controlled vibration damping waveform to the vibration damping actuator in synchronization with the crank angle.

As the vibration damping actuator, for example, an electromagnetic linear actuator fixed to the vehicle body and having a movable end vertically supporting the engine can be considered. JP-A-2-21
No. 2222 and Japanese Patent Laid-Open No. 6-16050 disclose an actuator for supporting the engine bias of this type.

[0005]

However, the conventional damping technique proposed in the above publications has a problem that a sufficient damping effect cannot be obtained yet. The reason for this is that the experiments conducted by the inventors. And according to the analysis, it is as follows. That is, in the case of a multi-cylinder engine, the engine state most related to vehicle body vibration is, of course, the combustion stroke of each cylinder, but the combustion state of each cylinder is different, and the spatial position of each cylinder is also different. The vibration waveforms generated by the cylinders are different from each other. For this reason, if the vibration suppression control is performed with the same vibration suppression waveform of the combustion stroke (crank angle 180 degrees) of each cylinder as in the conventional case, a sufficient vibration suppression effect is not obtained. I found that I could not get it.

The present invention has been made in view of the above problems, and an object thereof is to provide a vehicle vibration damping device capable of excellent vibration damping even if there is a large difference in vibration characteristics between cylinders. .

[0007]

The first structure of the present invention is as follows.
A rotation speed detection means for detecting the rotation speed of an engine mounted on the vehicle body, a cylinder discrimination means for discriminating a cylinder and outputting a cylinder discrimination signal, and a vibration damping for vehicle body vibration which is mounted on the vehicle body and inputted. Vibration damping means for damping the vehicle body based on a control signal, storage means for separately storing damping control data for a plurality of cylinder groups, and vibration damping for each cylinder group read from the storage means The control data is combined with the cylinder discrimination signal as a reference in the starting order of the combustion stroke of the cylinder, and further shaped into a vibration suppression control signal having a cycle and a phase angle determined according to the cylinder discrimination signal and the rotational speed. A vibration damping device for a vehicle, comprising: a control unit that outputs the vibration to the vibration damping unit.

According to a second structure of the present invention, in addition to the above-mentioned first structure, the storage means stores different vibration damping control data for different combinations of the cylinder group and the rotational speed, and the control means. Is a combination of damping control data of each of the cylinder groups read from the storage unit based on the input cylinder discrimination signal and the number of revolutions in the starting order of the combustion stroke of the cylinder with the cylinder discrimination signal as a reference. , In addition,
It is characterized in that it is shaped into a vibration damping control signal having a cycle and a phase angle determined according to the cylinder discrimination signal and the number of revolutions, and is output to the vibration damping means.

A third configuration of the present invention further comprises a throttle opening detection means for detecting the throttle opening in the first construction, and the storage means stores different combinations of the cylinder group and the throttle opening. The different damping control data is stored for each, the control means, the damping control data of each cylinder group read from the storage means based on the input cylinder discrimination signal and throttle opening, The cylinder discriminating signal is used as a reference to combine in the starting order of the combustion strokes of the cylinders, and is further shaped into a vibration damping control signal having a cycle and a phase angle determined according to the cylinder discriminating signal and the number of revolutions, and the vibration damping means. It is characterized by being output to.

According to a fourth aspect of the present invention, in addition to the first configuration, a throttle opening degree detecting means for detecting a throttle opening degree is further provided, and the storage means corresponds to the throttle opening degree. The amplitude of the control signal is stored, and the control means determines the amplitude of the vibration suppression control signal based on the amplitude corresponding to the detected throttle opening.

According to a fifth aspect of the present invention, in addition to the first configuration, the storage means stores the phase of the vibration suppression control signal corresponding to the rotation speed, and the control means is detected. The phase of the vibration suppression control signal is determined based on the phase corresponding to the rotation speed.

[0012]

According to the first structure of the present invention,
The storage means separately stores the vibration suppression control data of a plurality of cylinder groups, and the control means sequentially combines the vibration suppression control data of each cylinder group to form a vibration suppression control signal for one cycle. Output to vibration control means. Here, the one-cycle damping control signal refers to a period in which all cylinders execute the combustion stroke once. The basic frequency component of the engine vibration has a combustion interval (for example, each combustion stroke) of each cylinder as one cycle (a crank angle of 180 degrees is one cycle for four cylinders), and the basic frequency component of each combustion interval is as described above. Phase and amplitude are different.

Therefore, in this configuration, the vibration suppression control data of each cylinder group read out from the storage means is combined in the starting order of the combustion stroke of the cylinders based on the cylinder discrimination signal, and further,
The vibration damping control signal is shaped into a vibration damping control signal having a cycle and a phase angle determined according to the cylinder discrimination signal and the rotation speed, and is output to the vibration damping means.
By doing so, the difference in vibration between the combustion strokes of each cylinder (for example, the difference in amplitude or the difference in phase) due to the difference in the combustion state peculiar to each cylinder, the difference in the position of each cylinder, and the like is favorably reduced. be able to. That is, according to this configuration, the stroke determined by the cylinder discrimination signal (crank angle 180 degrees for four cylinders)
Since different damping control data are used in order, it is possible to eliminate the difference in the vibration waveform for each stroke and obtain a good damping effect. For example, it is possible to use, as the vibration suppression control data, a sine wave waveform having a period determined by the rotational speed, particularly its amplitude or phase. In particular, a large component of the vibration waveform is generated by the combustion stroke, so at least one (and preferably both) of the amplitude and phase of the sinusoidal waveform with one cycle of the combustion stroke (combustion interval) is changed at each combustion interval. If the vibration damping control signal is used as the vibration damping control signal, the vibration damping control signal having a high vibration damping effect can be easily combined.

When different waveforms are used for each combustion interval, there is a possibility that a gap may occur at the joint between adjacent waveforms. Regarding prevention of this gap, there is no known averaging process or the like. Further technology can be adopted, but the details are not the gist of the present invention, and thus the description thereof will be omitted. Further, the individual control for each cylinder described above may be limited to only the high rotation region, the high load region, or the idle region where the vibration is remarkable.

Further, the number of cylinders may be any number from 2 to the total number of cylinders. However, it is necessary that the vibration waveforms due to the combustion of each cylinder in the same cylinder group are similar. According to the second configuration of the present invention, in addition to the first configuration, different damping control data is selected for different combinations of cylinder groups and rotational speeds, and the same damping control is performed as in the first configuration. Therefore, the vibration damping effect is further improved.

For example, even in the same cylinder group, the vibration waveform (eg, the amplitude and phase of the fundamental frequency component) also changes according to the number of revolutions. Therefore, the waveform of a predetermined vibration signal in a predetermined rotation speed range of a predetermined cylinder group. By selecting, further vibration control is realized. According to a third configuration of the present invention, in the first configuration, different damping control data is selected for different combinations of cylinder groups and throttle openings, and damping is performed in the same manner as in the first configuration. Since it is used for vibration control, the vibration damping effect is further improved.

For example, even in the same cylinder group, the vibration waveform (for example, the amplitude and phase of the fundamental frequency component) also changes according to the throttle opening, so that a predetermined vibration signal in a predetermined throttle opening range of a predetermined cylinder group. Further damping is realized by selecting the waveform of. The fourth configuration of the present invention further focuses on the point that the throttle opening is particularly related to the amplitude of the vibration (for example, the fundamental frequency component with one cycle of the combustion interval) in the first configuration. The amplitude of the damping waveform is changed according to the opening.

With this configuration, it is possible to synthesize a vibration suppression control signal having a high vibration damping effect with a simple structure. A fifth configuration of the present invention is the same as the first configuration, in which the rotation speed further oscillates (for example, a fundamental frequency component whose combustion interval is one cycle).
The present invention focuses on the point particularly related to the phase angle of, and changes the phase angle of the damping waveform according to the rotation speed.

With this configuration, it is possible to synthesize a vibration suppression control signal having a high vibration damping effect with a simple structure.

[0020]

【Example】

(Embodiment 1) An embodiment of a vehicle vibration damping device of the present invention will be described with reference to the drawings.

[0021]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle vibration damping device of the present invention will be described below with reference to the drawings. In FIG. 1, an engine (not shown) includes a rotation speed sensor (rotation speed detection means) 1 for detecting a rotation speed, a cylinder discrimination sensor (cylinder discrimination means) 2 for detecting a cylinder discrimination signal, and a throttle opening for detecting a throttle opening. A degree detection sensor (throttle opening detection means) 3 is attached.

As the sensors 1 and 2, a rotational speed (NE) sensor or a cylinder discrimination (G) sensor incorporated in an engine distributor (not shown) may be used, and the throttle opening sensor 3 is also used. It is built in a throttle valve (not shown) of an engine (not shown) and outputs a signal proportional to the throttle opening. A commonly used one may be used.

Output signals of the sensors 1 to 3 are input to a control device (storage means and control means in the present invention) 4. The control device 4 has a built-in microcomputer, and each of the above sensors 1 to
The vibration damping control signal is synthesized on the basis of the signal received from 3 and output to the vibration damping device 5. The control device 4 may be a single device, or may be an existing engine control unit (ECU) for engine control.

In this embodiment, the vibration damping device 5 is a mount type. Explaining the detailed structure of the engine mount that constitutes the vibration damping device 5, as shown in FIG.
The engine mount 5 is used with the lower end bolt 13 fastened to the vehicle body side and the upper end bolt 12 fastened to the engine side. The mount housing 14 of the engine mount 5 has a bottomed cylindrical shape that opens upward, and a disc-shaped diaphragm 15, a lower partition wall 16 and an upper partition wall 17 are superposed on the opening edge 14a bent to the outer peripheral side thereof. It is installed in. A ring-shaped lower bracket 1 is provided on the upper partition wall 17.
8a, a dome-shaped elastic body 18b made of rubber, and a disk-shaped upper bracket 18c are connected to each other, and a cushioning member 18 is provided.
An opening edge 14a of the mount housing 14 is fixed to a by a plurality of bolts 19 in a state where the diaphragm 15, the upper partition wall 16 and the lower partition wall 17 are fastened together. Liquid tightness is maintained between the lower partition 16 and the upper partition 17 and between the upper partition 17 and the lower bracket 18a by O-rings 16a and 17a, respectively.

With the above structure, the main liquid chamber 20 is provided between the buffer member 18 and the upper partition wall 17, the auxiliary liquid chamber 21 is allowed to change its volume by the diaphragm 15 between the lower partition wall 16 and the diaphragm 15, and further. Air chambers 22 open to the atmosphere are formed between the diaphragm 15 and the mount housing 14, respectively. An arcuate groove 23a centered on the axis L of the engine mount 5 is formed on the upper surface of the lower partition wall 16, and one end of the groove 23a is formed through the opening 23b formed in the upper partition wall 17 to form the main liquid. It opens into the chamber 20 and the other end of the groove 23 a opens into the sub liquid chamber 21 through an opening 23 c formed in the lower partition 16. And these grooves 23a
And the main liquid chamber 20 and the sub liquid chamber 21 by the openings 23b and 23c.
An orifice 23 that communicates with and is formed. As will be described later, this orifice 23 has a groove 23a so that the orifice 23 has a damping action particularly when a low frequency (20 to 40 Hz) vibration is input to the engine mount 5. The cross-sectional area and length are set.

A convex portion 24 penetrating the elastic body 18b is formed in the center of the lower surface of the upper bracket 18c of the cushioning member 18, and the injection hole 24a formed in the convex portion 24 is located above the upper bracket 18c and in the main liquid. It communicates with the inside of the chamber 20. The injection hole 24a is used for injecting an incompressible fluid into the main liquid chamber 20 and the sub liquid chamber 21, and is normally closed by a bolt 25 from above. Upper bracket 18
A disk-shaped stay 26 is fixed on c by a plurality of screws 27, and the bolt 12 fixed to the engine side is integrally formed at the center of the upper surface of the stay 26.

A first magnetic body 31 is fixed to the bottom of the engine mount 14 by a plurality of screws 32, and a cylindrical portion 31a corresponding to the axis L is formed on the upper surface of the magnetic body 31. . The cylindrical portion 31a is provided on the first magnetic body 31.
Ring-shaped ferrite magnet 33 to surround the circumference of
And the ring-shaped second magnetic body 34 is also adhered on the ferrite magnet 33.
The inner circumference of 4 is opposed to the outer circumference of the cylindrical portion 31a of the first magnetic body 31 at a predetermined interval. Second magnetic body 3
A support ring 35 is adhered on the upper surface of the support ring 4 in a positioned state, and two dampers 36 made of non-woven fabric are stretched around the inner circumference of the support ring 35 at predetermined intervals in the vertical direction and open downward. A bottom cylindrical yoke 37 is supported. Both dampers 36 have a bellows-shaped cross-sectional area and restrict the movement of the yoke 37 in the direction orthogonal to the axis L while allowing a slight movement in the direction along the axis L. A movable coil 37 is wound around the lower outer circumference of the yoke 37.
The portion of is inserted between the outer circumference of the cylindrical portion 31a of the first magnetic body 31 and the inner circumference of the second magnetic body 34 described above, and a predetermined space is provided for both magnetic bodies 31, 34. keeping.

Then, the first magnetic body (ball piece) 31, the ferrite magnet 33, and the second magnetic body (pre-mold).
34) and the yoke 37 constitute a so-called voice coil 39 as an actuator.
4 and the ferrite magnet 33, a current is applied to the movable coil 38 of the yoke 37 in the DC magnetic field.
The vibration 37 vibrates in the direction along the axis L according to Fleming's left-hand rule.

A circular communication hole 40 is formed in the upper partition wall 17 and the lower partition wall 16 about the axis L, and the main liquid chamber 20 and the sub liquid chamber 21 communicate with each other through the communication hole 40. There is. In the communication hole 40, a movable plate 41 as a disk-shaped movable member is disposed in a horizontal posture, and a mounting portion 41a is provided at the center of the lower surface of the movable plate 41 so as to project. This mounting part 41
a is a mounting portion 3 projecting from the center of the upper surface of the yoke 37.
The mounting portion 37a of the yoke 37, the central portion of the diaphragm 15, and the mounting portion 41a of the movable plate 41 are connected to each other by bolts 42 so as to face each other with the central portion of the diaphragm 15 interposed therebetween. Therefore, when the movable coil 38 is energized as described above, the movable plate 41 together with the yoke 37 vibrates in the communication hole 40 in the direction along the axis L.
The distance S between the outer periphery of the movable plate 41 and the inner periphery of the communication hole 40 is determined as much as possible while avoiding contact between the members 41, 40 when the movable plate 41 vibrates. 1 to
It is set to a minute value of about 0.3 mm. Therefore, the incompressible fluids in the main liquid chamber 20 and the sub liquid chamber 21 move to the movable plate 4
It is possible to prevent the space S from flowing in and out by the viscous action of itself during the vibration of No. 1 and to dynamically consider that the communication hole 40 is almost completely closed by the movable plate 41.

By supplying a sinusoidal current according to the vibration control signal to the movable coil 38 of the vibration damping device 5, the movable plate 41 is vertically vibrated to synchronously increase or decrease the volume of the main liquid chamber 20, As a result, the elastic coefficient of the vibration damping device 5 changes. For example, when the engine slightly drops downward due to vibration, if the volume of the main liquid chamber 20 is reduced and the elastic coefficient of the vibration damping device 5 is strengthened, the drop due to vibration of the engine is suppressed and vibration is suppressed. On the other hand, on the contrary, when the engine slightly rises upward due to vibration, the volume of the main liquid chamber 20 is increased to weaken the elastic coefficient of the vibration damping device, and the compressed mount portion pushes up the engine to recover the elastic force. Will be weakened, and eventually vibration will be suppressed.

What is important here is that the maximum vibration frequency component of the engine is the explosive interval (crank angle 180 in four cylinders).
Degree) as one cycle (hereinafter referred to as a basic vibration component), and the amplitude and phase of this basic vibration component at the position of the vibration damping device 5 together with the rotational speed of the engine 55 and the throttle opening degree The crank angle of 180 degrees changes depending on which cylinder is in the combustion stroke. This is because the positional relationship between the vibration damping device 5 and the cylinders, and the combustion state in the cylinders are different for each cylinder.

The damping device 5 is provided between the vehicle body and the engine in addition to the elastic coefficient control type device provided between the vehicle body and the engine as in the present embodiment. It is also possible to employ a viscous coefficient control type, or a type that applies vibration damping to the vehicle body as described in the above publication, for example. FIG. 3 shows waveforms of the rotation speed signal, the cylinder discrimination signal, the throttle opening signal, and the vibration suppression control signal synthesized based on them. However, in FIG. 3, the throttle opening is almost constant.

In this embodiment, the amplitude and the phase of the fundamental vibration component, which changes depending on the fluctuations in the rotational speed and the throttle opening, and which differs for each cylinder (every explosion interval) are satisfactorily suppressed by software. The vibration damping subroutine will be described below with reference to the flowcharts of FIGS.
First, the rotational speed signal N, the cylinder discrimination signal C, and the throttle opening signal A are read from the sensors 1 to 3 (100),
It is determined whether or not the rising edge of the cylinder determination signal C is input (102). In this embodiment, the cylinder discrimination signal C
It is assumed that the rising edge of is output at the start of the combustion stroke of the cylinder a, but the rising edge of the cylinder discrimination signal C may deviate by a predetermined phase angle from the start of the combustion stroke of the cylinder a. Yes, it can be corrected.

If the rising edge of the cylinder discrimination signal C is not input, the process returns to step 100,
When the rising edge of the cylinder discrimination signal C is input, the count value of the built-in timer is read and stored as the cycle of the previous crank angle of 720 degrees, and this timer is reset to set the cycle of the crank angle of 720 degrees this time. Restart this timer for counting (10
4).

At the next step 106, the cycle (time) of the next crank angle of 720 degrees is determined based on the count value, and the cycle is divided to start each of the combustion strokes of the cylinders a to d this time. Determine the timing. The cycle of the current crank angle of 720 degrees may be equal to the cycle of the previous crank angle of 720 degrees (the count value), or may be corrected by multiplying the counted previous cycle by the cycle change rate. Note that this cycle change rate is obtained by dividing the difference between the lengths of the latest plurality of cycles by the length of the predetermined cycle.

For example, the cycle of the previous crank angle of 720 degrees (the count time of the timer) is the previous crank angle of 7
If the cycle is 20% longer than the cycle of 20 degrees, the cycle of the current crank angle of 720 degrees can be calculated by multiplying the cycle of the previous crank angle of 720 degrees by 5%. Further, in this embodiment, the start timing of each combustion stroke of each of the cylinders a to d may be obtained by dividing the cycle of the crank angle of 720 degrees determined above into four equal parts, or by multiplying by the cycle change rate. You may correct. In this way, the timing and cycle of the current combustion stroke of each of the cylinders a to d are determined in step 106.

At the next step 108, based on the input rotation speed signal N and throttle opening signal A, a map stored in the memory is used for each cylinder a to d (here, each cylinder a.
Amplitude and phase different for each combustion stroke (d to d) are read out. It should be noted that there are a total of four maps corresponding to the cylinders a to d, and each map shows the maximum amplitude (amplitude) of the vibration suppression control signal (here, a sine wave waveform), the rotation speed signal N, and the throttle opening. The relationship with the degree signal A and the relationship between the phase angle (also referred to as the phase) of the vibration suppression control signal (sine wave waveform) and the rotation speed signal N and the throttle opening signal A are stored three-dimensionally. There is. The relationship between these is the amplitude of the fundamental vibration component under the above-mentioned parameter conditions at the position of the vibration damping device 5 and vice versa (180 degrees opposite).
The phase is stored, and the phase is stored as the time from the start timing of the combustion stroke of each cylinder,
Of course, it may be stored as the time from another reference time point (for example, the rising edge of the cylinder discrimination signal).

At the next step 110, step 106
The sine wave waveform of one cycle having the amplitude and the phase searched in step 108 for each combustion stroke time for each cylinder a to d determined by the above (actually, a digital signal determined for each predetermined small phase angle is used). An instantaneous value matrix) is fitted along the time axis, and a vibration suppression control signal for one cycle consisting of a sinusoidal waveform of a total of four cycles is synthesized.

At the next step 112, the discrepancy between the joint portions of the sinusoidal waveforms of the respective cycles is reduced by, for example, averaging processing, and at the next step 114, the vibration suppression control signal (4 (Which consists of a sine wave waveform of a period) is rewritten in a vibration suppression control signal storage memory (not shown), and step 1
Return to 00. Next, an example of control for controlling the vibration damping device 5 using the vibration damping control signal stored in the vibration damping control signal storage memory will be described.

In this embodiment, the output of the vibration suppression control signal to the vibration damping device 5 is performed by an interrupt routine which is preferentially executed every predetermined time. That is, the next step 200 is executed by this interrupt. That is, in this step 200, the present time (count value) of the timer is checked, the instantaneous value of the vibration suppression control signal corresponding to this count value is read from the vibration suppression control signal storage memory, and this instantaneous value is interrupted to the next interrupt. Up to the vibration damping device 5.

As described above, according to the present embodiment,
A plurality of sinusoidal waveforms having different amplitudes and phases for each combustion stroke of each cylinder a to d (or a cycle deviating from these strokes by a predetermined phase angle) are sequentially connected from the cylinder discrimination signal as a starting point to provide a vibration suppression control signal. By synthesizing and outputting, it is possible to suppress the periodic variation of the vibration waveform due to the difference in the combustion state or the position of each cylinder, and to improve the vibration damping effect.

Although a map is provided for each combustion stroke of the cylinders a to d in the above embodiment, for example, the cylinder a stores the relationship between the rotation speed signal N and the throttle opening signal A and the amplitude and phase. The combustion stroke of the cylinder a is used by using a map for suppressing the combustion stroke and a map storing the rate of change of the amplitude and the phase of the combustion stroke of the other cylinders b to d with respect to the amplitude and the phase of the combustion stroke of the cylinder a. The damping control data (amplitude and phase) may be calculated by multiplying the damping control data (amplitude and phase) in each of the above-mentioned change rates.

Further, in the above embodiment, the damping control is individually performed for each of the cylinders a to d. However, each of the cylinders a to d is divided into cylinder groups having similar amplitude and phase of vibration, and each of the cylinders a to d is divided. The damping control data (for example, amplitude and phase) in the cylinder group may be the same. Further, in the above-described embodiment, the relationship between the rotation speed signal N and the throttle opening signal A and the amplitude and the phase is stored in the map. However, for simplification, the rotation speed signal N and the throttle opening signal A are used for damping. It is considered that the amplitude and phase of the control signal do not change, and the amplitude and phase of the sine wave waveform of the vibration suppression control signal can be periodically changed only for each cylinder group.

Since the rotation speed signal N has an important relationship with the phase of vibration, only the relationship between the rotation speed signal N and the phase of the vibration suppression control signal is used as vibration suppression control data for each cylinder a to d ( It can also be stored in a map (for each combustion stroke of each cylinder a to d) and used for damping control in the same manner as above. Further, since the throttle opening signal A has an important relationship with the vibration amplitude, only the relationship between the throttle opening signal A and the vibration control signal amplitude is used as vibration control data for each cylinder a to d (each It can also be stored in a map (for each combustion stroke of the cylinders a to d) and used for damping control as in the above.

Further, the vibration damping control may be carried out only in an operating state in which a particularly large effect is exerted, such as when the load is high, when the engine is rotating at high speed, or when the engine is idle.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a vehicle vibration damping device of the present invention.

FIG. 2 is a cross-sectional view showing an example of the vibration damping device 5 of FIG.

3 is a timing chart showing waveforms of various parts of the vehicle vibration damping device of FIG.

FIG. 4 is a flowchart showing a control operation of the vehicle vibration damping device of FIG.

5 is a flowchart showing a control operation of the vehicle vibration damping device of FIG.

FIG. 6 is a flowchart showing a control operation of the vehicle vibration damping device of FIG.

[Explanation of symbols]

1 is a rotation speed sensor (rotation speed detection means), 2 is a cylinder discrimination sensor (cylinder discrimination means), 3 is a throttle opening detection sensor (throttle opening detection means), 4 is a control device, and 5 is a vibration damping device. .

Claims (5)

[Claims] 1. A rotation speed detecting means for detecting a rotation speed of an engine mounted on a vehicle body, a cylinder discriminating means for discriminating a cylinder and outputting a cylinder discrimination signal, and a vehicle system mounted on the vehicle body and inputted thereto. Vibration damping means for damping the vehicle body on the basis of a vibration damping control signal, storage means for separately storing damping control data of a plurality of cylinder groups, and each of the above-mentioned each read from the storage means. Vibration suppression control data of the cylinder group is combined with the cylinder discrimination signal as a reference in the starting order of the combustion stroke of the cylinder, and further vibration control having a cycle and a phase angle determined according to the cylinder discrimination signal and the number of revolutions. A vibration damping device for a vehicle, comprising: a control unit that shapes the signal and outputs the signal to the vibration damping unit. 2. The storage means stores different vibration damping control data for different combinations of the cylinder group and the rotational speed, and the control means is based on the input cylinder discrimination signal and the rotational speed. The damping control data of each of the cylinder groups read from the storage means are combined in the starting order of the combustion stroke of the cylinder with the cylinder discrimination signal as a reference, and further determined according to the cylinder discrimination signal and the number of revolutions. The vibration damping device for a vehicle according to claim 1, wherein the vibration damping control signal is shaped into a vibration damping control signal having a different period and a phase angle and is output to the vibration damping means. 3. A throttle opening detection means for detecting a throttle opening, wherein the storage means stores different vibration damping control data for different combinations of the cylinder group and the throttle opening. Is the damping control data of each of the cylinder groups read from the storage means based on the input cylinder discrimination signal and throttle opening, in the order of starting the combustion stroke of the cylinders based on the cylinder discrimination signal. 2. The combination, further, shaping into a vibration suppression control signal having a cycle and a phase angle determined according to the cylinder discrimination signal and the number of revolutions, and outputting the vibration suppression control signal to the vibration suppression means. Damping device for vehicles. 4. A throttle opening detection means for detecting a throttle opening, wherein the storage means stores the amplitude of the vibration damping control signal corresponding to the throttle opening, and the control means detects the amplitude. The vehicle vibration damping device according to claim 1, wherein the vibration damping control signal amplitude is determined based on the amplitude corresponding to the throttle opening. 5. The storage means stores the phase of the vibration suppression control signal corresponding to the rotational speed, and the control means stores the vibration suppression based on the phase corresponding to the detected rotational speed. The vehicle vibration damping device according to claim 1, which determines a phase of the control signal.