JP4369932B2 - Active noise control device and active vibration transmission control device - Google Patents

Description

  The present invention relates to an active noise control apparatus that actively controls noise generated from a noise source, and an active vibration transmission control apparatus that actively controls transmission of vibration generated from a vibration source.

  Recently, there has been proposed an active noise control device that controls engine sound that can be heard in a passenger compartment of a vehicle with control sound output from a speaker and reduces engine sound at the position of an occupant's ear (Patent Document 1, Patent). Reference 2).

  In addition, an active vibration transmission control device that detects vibration generated by the engine and reduces the transmission of the vibration to the passenger compartment has been proposed (Patent Document 3).

JP 2000-99037 A JP 2004-361721 A Japanese Patent Laid-Open No. 5-99262

  In the above active noise control device, a control sound (cancellation sound) synchronized with the engine pulse is output from a speaker in the vehicle interior to reduce the engine sound and make the vehicle interior quiet. In the above active vibration transmission control device, the engine is supported on the body frame via a self-expanding engine mount, and the engine mount is expanded and contracted based on the engine speed detected by the engine speed sensor, and is generated from the engine. By absorbing the vibrations that occur, the vibrations transmitted from the engine to the body frame are reduced, and the interior of the vehicle is kept quiet while enhancing the ride comfort.

  These conventional active noise control devices and active vibration transmission control devices are very useful when the driver does not require acceleration of the vehicle, such as in a cruise run or an idle state in which the vehicle speed is automatically kept constant. It is effective for. However, when the driver performs an acceleration operation of the vehicle while enjoying driving, such as during sports driving, it may not always be desired to reduce engine noise. In the conventional active noise control device and active vibration transmission control device, the engine sound is uniformly reduced even in such a case, and the sporty feeling may be impaired.

  The present invention has been made in consideration of such problems, and provides an active noise control device and an active vibration transmission control device that do not impair the sense of sportiness of in-vehicle engine sound when the vehicle is accelerating. Objective.

  In this section, for ease of understanding, reference numerals in the attached drawings are used for explanation. The contents described in this section should not be construed as being limited to those given the reference numerals.

  The active noise control device (10, 10a, 10b, 10c, 10d, 10e) of the present invention actively controls the noise (Nz) generated from the noise source (28), and cancels the noise. Control signal generation means (26) for calculating a control sound (Cs) and generating a control signal (y) for generating the control sound, and acceleration information (Δaf, Δav) indicating an acceleration state of the vehicle (30) are detected. Acceleration information detecting means (70, 76, 82) for performing, amplitude adjusting means (210, 215, 216, 217) for adjusting the amplitude of the control signal (y) in accordance with the acceleration information, and the amplitude is adjusted Control sound output means (16) for outputting the control sound (Cs) based on the control signal (y).

  According to the present invention, the amplitude of the control signal indicating the control sound that cancels the noise can be adjusted according to the acceleration information indicating the acceleration state of the vehicle. For this reason, it becomes possible to control the magnitude of noise according to the acceleration state of the vehicle. As a result, the sporty feeling of the in-vehicle engine sound is not impaired during the acceleration operation traveling of the vehicle.

Here, the control signal generation means (26) includes a reference signal generator (12) that outputs a harmonic reference signal (Bs) from the frequency of the noise (Nz), and a predetermined adaptive filter coefficient (W). And an adaptive filter (14) that generates the control signal (y) by correcting the reference signal (Bs) using the active noise control device (10, 10a, 10b). Error signal generating means (18) for detecting an error between (Nz) and the control sound (Cs) and generating an error signal (e) indicating the error; and the error signal from the control sound output means (16). Reference signal generation means (20) for generating a reference signal (C) based on the transfer function (H) up to the generation means (18) and the reference signal (Bs), the error signal (e) and the reference signal (C) based on the adaptive filter coefficients ( ) And filter coefficient updating means for updating (22), wherein the amplitude adjusting means, depending on the adaptive filter amplitude limit values of the coefficients (W) (AMP _limit) the acceleration information (? Af, Derutaav) It is preferable to include a filter coefficient adjusting means (210) that sets and adjusts the adaptive filter coefficient (W) based on the limit value.

  Thereby, the amplitude of the control signal (y) can be adjusted by adjusting the adaptive filter coefficient (W). Since the value of the adaptive filter coefficient (W) directly reflects the value of the error signal (e), the error is obtained by adjusting the adaptive filter coefficient (W) according to the acceleration information (Δaf, Δav). Even when the signal (e) becomes large, the adaptive filter coefficient (W) can be set so that the error signal (e) remains large. Therefore, the amplitude of the control signal (y) can be quickly adjusted.

  As the acceleration information, information such as an engine rotation frequency (Δaf), an acceleration (Δav) of the vehicle, an intake manifold pressure of the engine, and a load applied to the vehicle can be used.

  The active vibration transmission control device (10A) of the present invention actively controls the transmission of vibration generated from the vibration source (28), calculates the second vibration to reduce the vibration transmission, Control signal generating means (26) for generating a control signal (y) for generating the second vibration and acceleration information detecting means (70, 70) for detecting acceleration information (Δaf, Δav) indicating the acceleration state of the vehicle (30). 76, 82), amplitude adjusting means (210) for adjusting the amplitude of the control signal (y) according to the acceleration information, and generating the second vibration based on the control signal (y) whose amplitude is adjusted And second vibration generating means (60).

  According to this invention, the amplitude of the control signal indicating the second vibration that reduces the transmission of vibration can be adjusted according to the acceleration information indicating the acceleration state of the vehicle. For this reason, it becomes possible to control the degree of vibration transmission according to the acceleration state of the vehicle. As a result, the sporty feeling of the in-vehicle vibration and the in-vehicle engine sound is not impaired during the acceleration operation traveling of the vehicle.

Here, the control signal generation means (26) uses the reference signal generator (12) for outputting the harmonic reference signal (Bs) from the vibration frequency and the predetermined adaptive filter coefficient (W). An adaptive filter (14) that corrects a reference signal (Bs) to generate the control signal (y), and the active vibration transmission control device (10A) further includes the vibration and the second vibration. Error signal generating means (62) for generating an error signal (e ') indicating the error, a transfer function (H') from the second vibration generating means to the error signal generating means, Reference signal generation means (20) for generating a reference signal (C) based on the reference signal (Bs), and the adaptive filter coefficient (W) based on the error signal (e ′) and the reference signal (C). ) For updating the filter coefficient (22) , Wherein the amplitude adjusting means, the adaptive filter amplitude limit values of the coefficients (W) (AMP _limit) the acceleration information (Δaf, Δav) set according to the adaptive filter on the basis of the limit value It is preferable to include a filter coefficient adjusting means (210) for adjusting the coefficient (W).

  Thereby, the amplitude of the control signal (y) can be adjusted by adjusting the adaptive filter coefficient (W). Since the value of the adaptive filter coefficient (W) directly reflects the value of the error signal (e ′), the adaptive filter coefficient (W) is adjusted according to the acceleration information (Δaf, Δav). Even when the error signal (e ′) becomes large, the adaptive filter coefficient (W) can be set so that the error signal (e ′) remains large. Therefore, the amplitude of the control signal (y) can be quickly adjusted.

  As the acceleration information, information such as an engine rotation frequency (Δaf), an acceleration (Δav) of the vehicle, an intake manifold pressure of the engine, and a load applied to the vehicle can be used.

  When the vibration source is an engine, for example, a self-expanding engine mount can be used as the second vibration generating unit.

  According to the active noise control device of the present invention, the amplitude of the control signal indicating the control sound that cancels the noise can be adjusted according to the acceleration information indicating the acceleration state of the vehicle. For this reason, it becomes possible to control the magnitude of noise according to the acceleration state of the vehicle. As a result, the sporty feeling of the in-vehicle engine sound is not impaired during the acceleration operation traveling of the vehicle.

  Further, according to the active vibration transmission control device according to the present invention, the amplitude of the control signal indicating the second vibration for reducing the transmission of vibration can be adjusted according to the acceleration information indicating the acceleration state of the vehicle. For this reason, it becomes possible to control the degree of vibration transmission according to the acceleration state of the vehicle. As a result, the sporty feeling of the in-vehicle vibration and the in-vehicle engine sound is not impaired during the acceleration operation traveling of the vehicle.

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

A. First Embodiment [1. Overview of noise control mechanism]
1 and 2 are block diagrams schematically showing the configuration of a vehicle 30 equipped with the active noise control device 10 according to the first embodiment of the present invention. FIG. 3 shows the active noise control device 10. It is a block diagram shown in detail. The active noise control apparatus 10 according to the first embodiment is basically constituted by a microcomputer (control means) 1.

  The active noise control apparatus 10 reduces the noise Nz generated from the engine 28 that is a noise source at a predetermined position, for example, the position of an occupant's ear. The outline of the mechanism for reducing the noise Nz is as follows (a) to (c).

  (A) The frequency detector 32 detects the frequency of the engine pulse Ep (engine rotation frequency f) obtained from a sensor such as a Hall element that detects the rotation of the output shaft of the engine 28.

  (B) The control signal generator 26 generates a control signal y for generating a control sound Cs that cancels the noise Nz based on the engine rotation frequency f. When generating the control signal y, adaptive filter processing (adaptive update processing) using the adaptive filter coefficient W (W1) is performed.

The adaptive filter coefficient W (W1) is obtained by subjecting the adaptive filter coefficient W (W2) updated by the filter coefficient updating means 19 to limit processing by the limiter circuit 210. The update of the adaptive filter coefficient W (W2) in the filter coefficient updating means 19 is performed by the reference signal Bs from the control signal generating means 26, the error signal e from the microphone 18 (error signal generating means), and the engine from the frequency detector 32. This is performed based on the rotation frequency f. In the limit process in the limiter circuit 210, the limit value AMP _limit of the amplitude of the adaptive filter coefficient W (W2) is set according to the amount of change Δaf per unit time of the engine rotation frequency f, and based on the _limit value AMP _limit. The adaptive filter coefficient W (W2) is adjusted. The change amount Δaf is calculated by the frequency change amount calculator 70.

  (C) The speaker 16 (control sound output means) outputs a control sound Cs based on the control signal y, and the noise Nz is reduced by the control sound Cs.

[2. Arrangement of Active Noise Control Device 10, Speaker 16 and Microphone 18]
As shown schematically in FIG. 2, the active noise control device 10 is actually arranged and fixed under the dashboard, and detects the rotation of the output shaft of the engine 28 mounted on the chassis under the bonnet. The engine pulse Ep from the rotation sensor and the error signal e from the microphone 18 fixed to the roof lining on the driver's seat are input, and the control sound Cs is output from the speaker 16 disposed under the driver's seat. It is configured. In this embodiment, the noise control only for the driver's seat will be described for easy understanding, but the present invention can be similarly applied to other seats such as a passenger seat and a rear seat.

[3. Detection of engine rotation frequency f (frequency detector 32)]
The frequency detector 32 monitors the engine pulse Ep at a sampling frequency much higher than the frequency of the engine pulse Ep. Thereby, the timing at which the polarity of the engine pulse Ep changes is detected, and the frequency of the engine pulse Ep is detected by measuring the time interval between the polarity change points. The frequency detector 32 outputs the detected frequency of the engine pulse Ep as the engine rotation frequency f.

[4. Generation of control signal y (control signal generating means 26)]
As shown in FIG. 3, the control signal generation means 26 generates a reference signal Bs (Bsa, Bsb), a reference signal generator 12, and applies a filter process to the reference signal Bs to obtain the control signal y (ya, yb). And an adaptive filter 14 to be generated.

(1) Generation of reference signal Bs (reference signal generator 12) The reference signal generator 12 generates a harmonic reference signal from the engine rotation frequency f, and includes a cosine wave generator 34 and a sine wave generator. 36. The cosine wave generator 34 generates a cosine wave cos (2πft) that is a harmonic reference signal from the engine rotation frequency f. The sine wave generator 36 generates a sine wave sin (2πft) that is a harmonic reference signal of the engine rotation frequency f. The cosine wave cos (2πft) is a cosine reference signal Bsa that is a cosine component of the reference signal Bs, and the sine wave sin (2πft) is a sine reference signal Bsb that is a sine component of the reference signal Bs.

(2) Generation of control signal y (adaptive filter 14) The adaptive filter 14 receives the reference signal Bs (Bsa, Bsb) and outputs a control signal y that generates a control sound Cs that cancels the noise Nz. And a first adaptive filter 14A to which the cosine reference signal Bsa {cosine wave cos (2πft)} is input and a second adaptive filter 14B to which the sine reference signal Bsb {sine wave sin (2πft)} is input. ing.

  The first adaptive filter 14A and the second adaptive filter 14B pass only a signal having a notch frequency corresponding to the frequency of the noise Nz based on the adaptive filter coefficient W (Wx, Wy). The adaptive filter coefficient W is updated by the filter coefficient updating means 19 and subjected to limit processing by the limiter circuit 210.

  In the following, adaptive filter coefficient W (Wx, Wy) before limit processing in limiter circuit 210 is referred to as adaptive filter coefficient W2 (Wx2, Wy2), and adaptive filter coefficient W (Wx, Wy) after limit processing is adaptive. These are called filter coefficients W1 (Wx1, Wy1).

  A control signal y having an arbitrary phase and amplitude is generated by adding the control signal ya output from the first adaptive filter 14A and the control signal yb output from the second adaptive filter 14B by the adder 38. The

  Specifically, the control signal y is obtained by the following equation.

  y = Wx1 (n + 1) × cos {2πft (n)} + Wy1 (n + 1) × sin {2πft (n)}

[5. Update of adaptive filter coefficient W (filter coefficient update means 19 and microphone 18)]
The update of the adaptive filter coefficient W (W2) by the filter coefficient updating means 19 includes the reference signal Bs (Bsa, Bsb) from the control signal generating means 26, the error signal e from the microphone 18 (error signal generating means), and the frequency detection. This is performed based on the engine rotation frequency f from the device 32. The filter coefficient update unit 19 includes a reference signal generation circuit 20 that generates a reference signal C (Cx, Cy), and a filter coefficient update circuit (LMS algorithm calculator) 22 that updates an adaptive filter coefficient W2.

(1) Generation of reference signal C (reference signal generation circuit 20)
The reference signal Bs (Bsa, Bsb) from the control signal generating means 26 is used in the reference signal generation circuit 20 to generate the reference signal C (Cx, Cy). The reference signal generation circuit 20 has a transfer function H that is an electroacoustic transfer characteristic of a sound field from the position of the speaker 16 to the position of the microphone 18 and outputs a reference signal C when the reference signal Bs is input. It is composed of four correction filters 41 to 44 and adders 46 and 48.

  The correction filters 41 and 43 have the characteristic part ReH (f) of the transfer function H of the sound field including the position of the microphone 18 from the position of the speaker 16, and the correction filters 42 and 44 are the imaginary part of the transfer function H. Characteristic ImH (f).

  In the claims and the description so far, the transfer function H is a signal transfer function from the position of the speaker 16 to the position of the microphone 18 in the passenger compartment. The actual measurement of the transfer function H is, for example, a Fourier transform. A signal transfer characteristic measuring device comprising a device, an input side of the digital / analog converter (D / A converter) 211 constituting the active noise control device 10 (an output side of the control signal generating means 26), and an analog / digital device. The signal transfer function H is connected between the output sides of the converter (A / D converter) 203 (the input side of the filter coefficient updating means 19). A control signal y output to the input side of the A converter 211 and an error signal input from the microphone 18 to the microcomputer 1 through the A / D converter 203. It is measured based on the e.

  Therefore, an analog electronic circuit inserted between the output and the input of the microcomputer 1 is included in the transfer function H of the signal between the speaker 16 and the microphone 18 in the passenger compartment by the method of measuring the transfer function H. For example, the transfer characteristics of the speaker 16, the microphone 18, the D / A converter 211, the low pass filter (LPF) 212, the amplifier 213, the amplifier 201, the band pass filter (BPF) 202, and the A / D converter 203 are also included. Become.

  In other words, depending on the method of measuring the transfer function H, the transfer function H of the signal between the speaker 16 and the microphone 18 in the passenger compartment is transmitted from the output of the control signal generating means 26 to the input of the filter coefficient updating means 19. It becomes a characteristic.

  The values of the real part characteristic ReH (f) and the imaginary part characteristic ImH (f) vary depending on the engine speed f.

  A reference signal (correction value) Cx related to the cosine wave cos (2πft) is output from the adder 46 to the cosine wave filter coefficient update circuit 22A of the filter coefficient update circuit 22, and a reference related to the sine wave sin (2πft) is output from the adder 48. The signal (correction value) Cy is output to the sine wave filter coefficient update circuit 22B of the filter coefficient update circuit 22.

  It can be seen that the reference signals Cx and Cy can be obtained by the following equations by referring to the circuit connection of the reference signal generation circuit 20.

  Cx = cos (2πft) · ReH (f) −sin (2πft) · ImH (f)

  Cy = cos (2πft) · ImH (f) + sin (2πft) · ReH (f)

  Note that the reference signal C is used when both or one of the reference signals Cx and Cy is indicated.

(2) Generation of error signal e (microphone 18)
The error signal e indicates an error between the noise Nz and the control sound Cs. The error signal e is detected by the microphone 18 after the noise Nz is canceled by the control sound Cs. The residual noise is converted into an analog output by the microphone 18, and this analog output is converted into the amplifier 201, the BPF 202 and the error signal e. It is generated through the A / D converter 203. The generated error signal e is output to the filter coefficient update circuit 22 of the filter coefficient update means 19.

(3) Update of adaptive filter coefficient W (W2) The adaptive filter coefficient W2 (Wx2, Wy2) is updated in the filter coefficient update circuit 22 based on the reference signal C (Cx, Cy) and the error signal e. The filter coefficient update circuit 22 is supplied with the error signal e (n) and the reference signal C (n) {Cx (n), Cy (n)} at each time point n in the sampling period, and is used for the adaptive filter 14. The filter coefficient W2 (n + 1) {Wx2 (n + 1), Wy2 (n + 1)} is updated.

  As described above, the adaptive filter coefficient W (Wx, Wy) before the limit process is referred to as an adaptive filter coefficient W2 (Wx2, Wy2), and the adaptive filter coefficient W (Wx, Wy) after the limit process is referred to as the adaptive filter coefficient W1. (Wx1, Wy1).

  In order to update the adaptive filter coefficient W2, the cosine wave filter coefficient update circuit 22A sets the updated adaptive filter coefficient Wx2 (n + 1) as a new adaptive filter coefficient W2 (n) = Wx2 (n) of the first adaptive filter 14A. (N ← n + 1). The sine wave filter coefficient updating circuit 22B sets the updated adaptive filter coefficient Wy2 (n + 1) as a new adaptive filter coefficient W2 (n) = Wy2 (n) of the second adaptive filter 14B (n ← n + 1).

  The cosine wave filter coefficient update circuit 22A and the sine wave filter coefficient update circuit 22B receive the error signal e (n) and the reference signal C (n), and the time point n is such that the error signal e (n) is minimized. The adaptive filter coefficient W2 (n) is sequentially updated every time. Here, W2 (n + 1) = W2 (n) + ΔW2, and ΔW2 = −μ · e (n) · C (n) is an update amount, and the error signal e (n) and the reference signal C (n) Is calculated by an adaptive algorithm (LMS algorithm) in which the square of the error signal e (n) becomes a minimum value. μ is a constant.

(4) Limit processing for the adaptive filter coefficient W (W2) (limiter circuit 210)
In the limit process, an amplitude limit value AMP _limit [dBV] (0 dBV = 1V) of the adaptive filter coefficient W2 is set according to the change amount Δaf per unit time of the engine rotation frequency f, and based on the _limit value AMP _limit . The adaptive filter coefficient W1 is generated by limiting the amplitude of the adaptive filter coefficient W2, and is performed by the limiter circuit 210 of the filter coefficient update circuit 22.

  FIG. 4 shows a flow of limit processing. In step S1, the limiter circuit 210 calculates the amplitude AMP of the adaptive filter coefficient W2 (Wx2, Wy2). The calculation of the amplitude AMP is performed by the following equation.

AMP = √ {Wx2 (n + 1) ² + Wy2 (n + 1) ² }

In step S2, the limiter circuit 210 determines whether or not the amplitude AMP is equal to or less than the limit value AMP _limit . If the amplitude AMP is less than or equal to the limit value AMP _limit , the process proceeds to step S3, and the adaptive filter coefficients W2 (n + 1) {Wx2 (n + 1), Wy2 (n + 1)} are directly used as the adaptive filter coefficients W1 (n + 1) {Wx1 (n + 1), Wy1 (n + 1)}. When the amplitude AMP exceeds the limit value AMP _limit , in step S4, the adaptive filter coefficient W1 (n + 1) {Wx2 (n + 1), Wy2 (n + 1)} is multiplied by the _limit value AMP _limit / amplitude AMP to adapt the adaptive filter coefficient W1 ( n + 1) {Wx1 (n + 1), Wy1 (n + 1)}.

The limit value AMP _limit is set by the limiter circuit 210 according to the change amount Δaf [Hz / sec] per unit time of the engine rotation frequency f from the frequency change amount calculator 70. That is, the limiter circuit 210 sets the _limit value AMP _limit as shown in FIG.

Like the amplitude limit values 72at and 72mt shown in FIG. 5, in the limit process, the limit value AMP _limit of the amplitude of the adaptive filter coefficient W is changed according to the change amount Δaf per unit time of the engine rotation frequency f.

  The change amount Δaf is calculated by the frequency change amount calculator 70. The frequency change amount calculator 70 is the difference Δf () between the frequency f1 (previous frequency) and the frequency f2 (current frequency) of the preceding and following pulses in the engine pulse Ep (FIG. 6) sequentially detected by the frequency detector 32. Δf = f2−f1), and this difference Δf is multiplied by the current frequency f2 to obtain a change amount Δaf per unit time of the engine rotation frequency f. Δaf = Δf × f2 [Hz / sec], and Δaf is an acceleration at the engine rotation frequency f.

  As shown in FIGS. 7 and 8, it is known that the amount of change Δaf varies depending on the speed at which the transmission enters. The change amount Δaf is large on the low gear side, and the change amount Δaf is small on the high gear side.

  As described above as a problem to be solved by the present invention, it is preferable that the engine noise is reduced during cruise traveling or deceleration when the vehicle speed is automatically maintained constant, while during sports traveling, etc. When a driver requests acceleration of a vehicle while enjoying driving, it may not always be desired to reduce engine noise. In this case, it is preferable that the volume of the engine sound is larger with respect to the change amount Δaf on the low gear side than on the high gear side. Further, it is preferable to reduce the engine sound so as not to cause an unpleasant sound at the time of flying or kicking down exceeding the change amount Δaf corresponding to the first speed full open acceleration.

  The amplitude limit values 72at and 72mt in FIG. 5 indicate the amplitude limit values for weighting set in the limiter circuit 210 based on such consideration.

  Weighted amplitude limit value 72at applied to an automatic transmission vehicle (AT vehicle) equipped with an automatic transmission, and weighted amplitude limit values 72mt1, 72mt2 applied to a manual transmission vehicle (MT vehicle) equipped with a manual transmission It has different characteristics.

In the weighted amplitude limit value 72at applied to the AT vehicle, the limit value AMP _{limit is set} to the minimum (for example, −15 [dBV]) in the first-speed full-open frequency change amount X2 (see FIG. 7). As the change amount Δaf becomes smaller, the limit value AMP _limit is gradually increased up to the fourth speed full open frequency change amount X0 (see FIG. 7). That is, a loud engine sound can be heard during acceleration on the low gear side, and a small engine sound can be heard during acceleration on the high gear side. Further, when the amount of change Δaf per unit time of the engine rotation frequency f during cruise traveling or deceleration is near zero, the limit value AMP _{limit is set} to the maximum (for example, 0 [dBV]), and the engine sound becomes almost inaudible. I am doing so. Further, in the empty overlap region (including the time of kickdown) where the change amount Δaf exceeds the first-speed full-open frequency change amount X2, the limit value AMP _limit is abruptly increased so as not to cause an unpleasant sound.

On the other hand, in the weighted amplitude limit values 72mt1 and 72mt2 applied to the MT vehicle, the limit value AMP _{limit is set} to the minimum (for example, −15 [dBV]) in the first-speed fully-open frequency change amount X3 (see FIG. 8). As the change amount Δaf becomes smaller than the full open frequency change amount X3, the limit value AMP _limit is gradually increased to the fourth speed full open frequency change amount X1 (see FIG. 8). As with AT vehicles, a loud engine sound can be heard during acceleration on the low gear side, and a small engine sound can be heard during acceleration on the high gear side. Further, during cruise traveling and deceleration, the limit value AMP _{limit is set} to the maximum (for example, 0 [dBV]) so that the engine sound can hardly be heard. Furthermore, in an empty range (including kickdown) exceeding the first-speed full-open frequency change amount X3, a weighting amplitude limit value 72mt1 that increases the _limit value AMP _limit suddenly so as not to cause unpleasant noise, A weighted amplitude limit value 72mt2 that does not change the limit value Am can be selected. Usually, the weighting amplitude limit value 72mt1 is selected.

  As shown in FIG. 3, the adaptive filter coefficients W1 (Wx1, Wy1) after the limit processing are output to the adaptive filter 14 (first adaptive filter 14A, second adaptive filter 14B).

  9A to 9C simply show the noise Nz1, the control sound Cs1, and the synthesized sound Ss1 when the limit process is not performed. FIGS. 10A to 10C show the case where the limit process is performed. The noise Nz2, the control sound Cs2, and the synthesized sound Ss2 are simply shown.

  As can be seen from FIGS. 9A to 9C, when the limit process is not performed, the noise Nz1 and the control sound Cs1 both have an amplitude A. For this reason, the amplitude of the synthesized sound Ss1 of the noise Nz1 and the control sound Cs1 is zero. In this case, the engine sound cannot be heard at the position of the microphone 18.

  On the other hand, as can be seen from FIGS. 10A to 10C, when the limit process is performed, the noise Nz2 has an amplitude A and the control sound Cs2 has an amplitude Am. For this reason, the synthesized sound Ss2 of the noise Nz2 and the control sound Cs2 has an amplitude Ar (Ar = A−Am). In this case, the microphone 18 can hear the engine sound corresponding to the synthesized sound Ss2 (amplitude Ar).

  FIG. 11 shows the sound pressure level [dBA] of the noise Nz that can be heard at the position of the microphone 18 as a result of the limit processing, according to the change amount Δaf per unit time of the engine rotation frequency f. The sound pressure level characteristic 82at is applied to the AT vehicle, and the sound pressure level characteristic 82mt is applied to the MT vehicle. The sound pressure level characteristics 82at and 82mt in FIG. 11 are such that the amplitude limit values 72at and 72mt in FIG. 5 are reversed in the Y-axis direction.

[6. Specific flow of noise control]
FIG. 12 shows a specific flow of noise control by the active noise control device 10.

  In step S <b> 11, the error signal e is generated by the microphone 18. In step S12, the engine speed f is detected by the frequency detector 32. In step S13, the control signal generation means 26 generates a reference signal Bs corresponding to the engine rotation frequency f. In step S <b> 14, the reference signal C is generated by the reference signal generation circuit 20 of the filter coefficient update unit 19. The reference signal generation circuit 20 has a transfer function H, and generates a reference signal C corresponding to the input of the reference signal Bs. In step S15, the adaptive filter coefficient W2 is updated by the filter coefficient update circuit 22. In step S16, the limiter circuit 210 performs limit processing on the adaptive filter coefficient W2 to generate the adaptive filter coefficient W1. In step S17, the control sound Cs is calculated by the adaptive filter 14, and a control signal y for generating the control sound Cs is generated. In step S18, the control signal y is supplied to the speaker 16 via the D / A converter 211, the LPF 212, and the amplifier 213, and the control sound Sc corresponding to the control signal y is output from the speaker 16.

[7. Effects in the first embodiment]
As described above, according to the first embodiment, the active noise control device 10 calculates the control sound Cs that cancels the noise Nz generated from the engine 28 and generates the control signal y that generates the control sound Cs. A control signal generation means 26 for performing the operation, a frequency change amount calculator 70 for detecting a change amount Δaf per unit time of the engine rotation frequency f indicating the acceleration state of the vehicle 30, and a limit for the adaptive filter coefficient W according to the change amount Δaf. A limiter circuit 210 that adjusts the amplitude of the control signal y by performing processing, and a speaker 16 that outputs a control sound Cs based on the control signal y whose amplitude has been adjusted are provided.

  Therefore, the amplitude of the control signal y indicating the control sound Cs that cancels the noise Nz can be adjusted according to the change amount Δaf that indicates the acceleration state of the vehicle 30. Therefore, the magnitude of the noise Nz can be controlled according to the acceleration state of the vehicle 30. As a result, the sporty feeling of the in-vehicle engine sound is not impaired during the acceleration operation traveling of the vehicle.

Here, the control signal generation means 26 corrects the reference signal Bs using the reference signal generator 12 that outputs the harmonic reference signal Bs from the frequency of the noise Nz, and a predetermined adaptive filter coefficient W, and controls the control signal y. The active noise control device 10 further detects an error between the noise Nz and the control sound Cs and generates an error signal e indicating the error, and a speaker 16. To a microphone 18, a reference signal generation circuit 20 that generates a reference signal C based on the reference signal Bs, and a filter coefficient update circuit that updates the adaptive filter coefficient W based on the error signal e and the reference signal C. 22, adapting the amplitude of the limit value AMP _limit of the filter coefficients W, and set in accordance with the change amount Δaf per unit of engine rotation frequency f time, the limit value a Includes a limiter circuit 210 for adjusting the adaptive filter coefficients W based on the P _limit, the.

  For this reason, the amplitude of the control signal y can be adjusted by adjusting the adaptive filter coefficient W. Since the value of the adaptive filter coefficient W directly reflects the value of the error signal e, the error signal is obtained by adjusting the adaptive filter coefficient W according to the amount of change Δaf per unit time of the engine rotation frequency f. Even when e becomes large (see FIG. 11), the adaptive filter coefficient W can be set so that the error signal e remains large. Therefore, the amplitude of the control signal y can be quickly adjusted.

B. Second Embodiment [1. Noise control mechanism (difference from the first embodiment)]
FIG. 13 is a block diagram showing a configuration of an active vibration transmission control device 10A according to the second embodiment of the present invention.

  This active vibration transmission control device 10A controls noise by controlling transmission of vibration generated from a vibration source instead of controlling noise by generating control sound Cs. That is, the active vibration transmission control device 10A reduces the transmission of vibrations generated from the engine 28 by using a self-expanding engine mount 60 provided at a connection portion between the engine 28 and a vehicle body frame (not shown). To do. Thereby, the noise Nz generated in the vehicle can be controlled.

  The outline of the mechanism for reducing the vibration of the engine 28 by the active vibration transmission control device 10A is as follows (a) to (c).

  (A) The frequency detector 32 detects the frequency of the engine pulse Ep (engine rotation frequency f) obtained from a sensor such as a Hall element that detects the rotation of the output shaft of the engine 28.

  (B) The control signal generation means 26 generates a control signal y that causes the engine mount 60 to generate the second vibration that reduces the transmission of vibration from the engine 28 based on the engine rotation frequency f. When generating the control signal y, filter processing (adaptive update processing) using the adaptive filter coefficient W (W1) is performed.

The adaptive filter coefficient W (W1) is obtained by subjecting the adaptive filter coefficient W (W2) updated by the filter coefficient updating means 19 to limit processing by the limiter circuit 210. The update of the adaptive filter coefficient W (W2) in the filter coefficient updating means 19 is performed on the reference signal Bs from the control signal generating means 26, the error signal e ′ from the vibration sensor 62, and the engine rotation frequency f from the frequency detector 32. Based on. In the limit process in the limiter circuit 210, the limit value AMP _limit of the amplitude of the adaptive filter coefficient W (W2) is set according to the amount of change Δaf per unit time of the engine rotation frequency f, and based on the _limit value AMP _limit. The adaptive filter coefficient W (W2) is adjusted. The change amount Δaf is calculated by the frequency change amount calculator 70.

  (C) The engine mount 60 is expanded and contracted based on the control signal y to generate the second vibration, and the transmission of vibration from the engine 28 to the vehicle body frame is reduced.

  The active vibration transmission control device 10A is different from the active noise control device 10 in that the second vibration is generated by expanding and contracting the engine mount 60 instead of generating the control sound Cs, but a mechanism for generating the control signal y. Is the same as that of the active noise control apparatus 10. In other words, although the active noise control device 10 and the active vibration transmission control device 10A have slightly different signals to be processed, the configuration of the active vibration transmission control device 10A is the same as that of the active noise control device 10 shown in FIG. It is the same. That is, the engine mount 60 of the second embodiment corresponds to the speaker 16 of the first embodiment, and the vibration sensor 62 corresponds to the microphone 18. An error signal e ′ from the vibration sensor 62 indicates an error between the vibration of the engine 28 and the second vibration of the engine mount 60 and corresponds to the error signal e output from the microphone 18. Further, the transfer function H ′ that is an electric vibration transfer characteristic from the engine mount 60 to the vibration sensor 62 corresponds to the transfer function H as the electroacoustic transfer characteristic. For this reason, the detailed description of the active vibration transmission control device 10A is omitted.

[2. Effect in Second Embodiment]
As described above, according to the second embodiment, the active vibration transmission control device 10A calculates the second vibration that reduces the transmission of vibration generated from the engine 28, and generates the second vibration. control signal generating means 26 for generating y, a frequency change amount calculator 70 for detecting a change amount Δaf per unit time of the engine rotation frequency f indicating the acceleration state of the vehicle 30, and an adaptive filter coefficient according to the change amount Δaf A limiter circuit 210 that adjusts the amplitude of the control signal y by performing a limit process on W, and an engine mount 60 that generates the second vibration based on the control signal y whose amplitude is adjusted are provided.

  Therefore, the amplitude of the control signal y indicating the second vibration that reduces the transmission of vibration of the engine 28 can be adjusted according to the change amount Δaf. Accordingly, the degree of vibration transmission of the engine 28 can be controlled in accordance with the acceleration state of the vehicle 30. As a result, the sporty feeling of the in-vehicle vibration and the in-vehicle engine sound is not impaired during the acceleration operation traveling of the vehicle.

Here, the control signal generation means 26 corrects the reference signal Bs using the reference signal generator 12 that outputs the harmonic reference signal Bs from the vibration frequency of the engine 28 and a predetermined adaptive filter coefficient W, and performs control. The active vibration transmission control device 10A further detects an error between the vibration and the second vibration, and generates an error signal e ′ indicating this error. A reference signal generation circuit 20 that generates a reference signal C based on the transfer function H ′ from the engine mount 60 to the vibration sensor 62 and the reference signal Bs, and an adaptive filter coefficient based on the error signal e ′ and the reference signal C a filter coefficient updating circuit 22 updates the W, adapting the amplitude of the limit value AMP _limit of the filter coefficients W, and set in accordance with the change amount Δaf per unit of engine rotation frequency f time, Comprises, a limiter circuit 210 for adjusting the adaptive filter coefficients W based on the limit value AMP _limit.

  For this reason, the amplitude of the control signal y can be adjusted by adjusting the adaptive filter coefficient W. Since the value of the adaptive filter coefficient W directly reflects the value of the error signal e ′, the error is obtained by adjusting the adaptive filter coefficient W according to the amount of change Δaf per unit time of the engine rotation frequency f. Even when the signal e ′ increases (see FIG. 11), the adaptive filter coefficient W can be set so that the error signal e ′ remains large. Therefore, the amplitude of the control signal y can be quickly adjusted.

C. Application of the present invention The present invention is not limited to the above-described embodiments, and it is needless to say that various configurations can be adopted based on the description in this specification. For example, the following configurations (1) to (8) can be adopted.

(1) Noise source and vibration source In each of the above embodiments, the engine 28 is cited as the noise source or vibration source. However, if the noise or vibration generation state changes according to the acceleration state of the vehicle, the engine 28 is used. Not limited. For example, a propeller shaft connected to the engine 28 can be used as a noise source or a vibration source.

(2) Reference signal Bs
In each of the above embodiments, the reference signal Bs (control signal y) is generated based on the engine rotation frequency f. However, the control sound Cs that cancels the noise Nz or the second vibration that reduces the transmission of vibration of the engine 28 can be generated. If so, it is not limited to this. For example, indices such as the speed of the vehicle 30, the wheel rotation frequency of the vehicle 30, and the pressure in the intake manifold of the engine 28 can be used.

  FIG. 14 shows an active noise control device 10 a as a first modification of the active noise control device 10. In the active noise control device 10 a, a control signal y is generated based on the speed v of the vehicle 30 detected by the speedometer 74, the acceleration Δav is calculated based on the speed v in the acceleration calculator 82, and the acceleration in the limiter circuit 210. Limit processing is performed on the adaptive filter coefficient W (W2) according to Δav.

  Also in the active vibration transmission control device 10A, the same configuration as in FIG. 14 can be adopted.

(3) Calculation method of control sound Cs and second vibration In each of the above embodiments, the control sound Cs or the second vibration is calculated by adaptive control using the adaptive filter 14, but the control sound Cs or the second vibration is appropriately calculated. Other calculation methods can be used as long as they can be calculated. For example, the control sound Cs and the second vibration can be calculated using a finite impulse response (FIR) filter or PID (proportional-integral-derivative) control.

(4) Acceleration information In each of the above embodiments, the amount of change Δaf per unit time of the engine rotation frequency f is used as the acceleration information related to the acceleration state of the vehicle. Absent. For example, information such as the acceleration of the vehicle 30, the wheel rotation frequency of the vehicle 30, the pressure in the intake manifold of the engine 28, and the load applied to the vehicle 30 can be used.

  FIG. 15 shows an active noise control device 10 b as a second modification of the active noise control device 10. The active noise control device 10b generates a control signal y based on the engine rotation frequency f, and performs a limit process on the adaptive filter coefficient W (W2) based on the acceleration Δav detected by the acceleration sensor 76.

  In the configuration of FIG. 15, instead of using the acceleration sensor 76, the acceleration Δav of the vehicle 30 can be calculated by continuously determining the current position of the vehicle. In order to continuously determine the current position of the vehicle, the vehicle 30 is provided with a car navigation system having a GPS (Global Positioning System) antenna, and a GPS signal for calculating the current position coordinates of the vehicle is provided with the GPS antenna. The current position of the vehicle is calculated by the car navigation system using the GPS signal, and the acceleration Δav can be obtained based on the calculation result.

  Also in the active vibration transmission control device 10A, the same configuration as in FIG. 15 can be adopted.

(5) Amplitude adjustment method In each of the above embodiments, the amplitude of the control signal y is adjusted by changing the amplitude limit value AMP _limit of the adaptive filter coefficient W2 using the limiter circuit 210. However, the control is performed according to the acceleration information. The present invention is not limited to this as long as the amplitude of the signal y is adjusted.

  For example, as in the active noise control apparatus 10c shown in FIG. 16, an amplifier 215 is provided between the control signal generating means 26 and the D / A converter 211, and the gain of the amplifier 215 with respect to the control signal y (y1) is accelerated information. The control sound Cs may be output based on the control signal y (y2) that is changed according to the gain and the gain is changed.

  Alternatively, as in the active noise control device 10d shown in FIG. 17, a limiter circuit 216 is provided between the control signal generation means 26 and the D / A converter 211, and the limit processing for the control signal y (y1) is used as acceleration information. A configuration in which the control sound Cs is output based on the control signal y (y2) after the limit processing is also possible.

  Alternatively, a limiter circuit 217 is provided between the A / D converter 203 and the filter coefficient updating means 19 as in the active noise control device 10e shown in FIG. 18, and the limit processing for the error signal e (e1) is used as acceleration information. Accordingly, the amplitude of the control signal y can be adjusted by updating the adaptive filter coefficient W based on the error signal (e2) after the limit processing.

  In the configurations of FIGS. 16 and 17, the adaptive filter depends on the accuracy required for noise control and vibration control, the transfer function H from the speaker 16 to the microphone 18, or the transfer function H ′ from the engine mount 60 to the vibration sensor 62. A configuration in which the reference signal Bs is directly output to the amplifier 215 and the limiter circuit 216 without using the reference numeral 14 is also possible.

  Also in the active vibration transmission control device 10A, the same configuration as that shown in FIGS.

  In each of the above embodiments, in the microcomputer 1, the limiter circuit 210 is made independent of other components such as the adaptive filter 14 and the filter coefficient update means 19, but the limiter circuit 210 is, for example, the adaptive filter 14 or the filter coefficient update. It can also be included in the means 19.

In each of the above embodiments, when the amplitude AMP exceeds the _limit value AMP _limit in the limit processing, the adaptive filter coefficient W1 (n + 1) is calculated by multiplying the adaptive filter coefficient W2 (n + 1) by the limit value AMP _limit / amplitude AMP. However (see step S4 in FIG. 4), the limit process can be performed by another method. For example, limit processing can be performed using a flow as shown in FIG. In the flow shown in FIG. 19, it is possible to speed up the arithmetic processing by using a square root function table and a square root inverse function table.

(6) Control sound output means and second vibration generation means In the first embodiment, the speaker 16 is used as the control sound output means. . For example, sound output means such as a musical instrument or a tuning fork can be used. Alternatively, a vibration actuator can be added to the vehicle panel to provide sound output means. Similarly, in the second embodiment, the engine mount 60 is used as the second vibration generating unit. However, the second embodiment is not limited to this as long as it can generate the second vibration that reduces the transmission of vibration from the vibration source. . For example, a configuration in which a vibration generator is provided in the body or body frame of the vehicle 30 to reduce transmission of vibration transmitted from the engine 28 to the body or body frame is also possible.

  In the first embodiment, the speaker 16 is disposed below the driver's seat (see FIGS. 1 and 2), but the present invention is not limited to this as long as the control sound Cs can be generated. Similarly, in the second embodiment, the engine mount 60 is disposed immediately below the engine 28 (see FIG. 13), but the present invention is not limited to this as long as the position can generate the second vibration.

(7) Error signal generating means In the first embodiment, the microphone 18 is used as the error signal generating means. However, if the error between the noise and the control sound is detected and an error signal indicating this error is generated, this is used. Not limited to. Similarly, in the second embodiment, the vibration sensor 62 is used as the error signal generating means. However, an error signal indicating the error is detected by detecting the error of the vibration of the vibration source and the second vibration that reduces the transmission of the vibration. If it produces | generates, it will not be restricted to this. For example, it is possible to employ a configuration in which a microphone is provided at a part of a vehicle compartment where vibration of the engine 28 is transmitted, and noise generated from the engine 28 is collected by the microphone to generate an error signal. Further, as the vibration sensor 62, a sensor such as a displacement sensor, a speed sensor, or an acceleration sensor can be used.

  In the first embodiment, the microphone 18 is disposed on the roof lining of the driver's seat (see FIGS. 1 and 2). However, the microphone 18 is not limited to this position as long as the error between the noise Nz and the control sound Cs can be detected appropriately. I can't. Similarly, in the second embodiment, the vibration sensor 62 is disposed directly below the engine mount 60 (see FIG. 13). However, the position is not limited to this as long as an error between the vibration of the engine 28 and the second vibration can be detected. I can't.

  In the first embodiment, one speaker 16 and one microphone 18 are provided, but a plurality of speakers 16 and microphones 18 may be provided.

  In the second embodiment, the inputs from the two vibration sensors 62 to the active vibration transmission control device 10A are combined into one, and the outputs from the active vibration transmission control device 10A to the two engine mounts 60 are combined into one. The configuration. However, the control may be performed for each combination of the vibration sensor 62 and the engine mount 60.

(8) Others In each of the above embodiments, the active noise control device 10 and the active vibration transmission control device 10A are used in the vehicle 30, but the moving body has an effect of adjusting the amplitude of the control signal y according to the acceleration information. If so, it is not limited to this. For example, it can also be used for mobile bodies such as ships, pleasure boats, helicopters, and airplanes.

  In each of the above embodiments, the active noise control device 10 and the active vibration transmission control device 10A are individually used. However, the active noise control device 10 and the active vibration transmission control device 10A are combined to generate the control sound Cs. Reduction of vibration transmission can also be performed in parallel.

FIG. 1 is a block diagram of a vehicle equipped with an active noise control apparatus according to the first embodiment of the present invention. FIG. 2 is a schematic plan view of the vehicle. FIG. 3 is a block diagram of the active noise control apparatus. FIG. 4 is a flowchart showing a limit process for the adaptive filter coefficient in the active noise control apparatus. FIG. 5 is a diagram showing weighted amplitude limit values according to the amount of change per unit time of the engine rotation frequency. FIG. 6 is a waveform diagram of an engine pulse. FIG. 7 is a shift characteristic diagram of an AT vehicle. FIG. 8 is a shift characteristic diagram of the MT vehicle. FIG. 9 is a diagram schematically illustrating noise control when the limit process is not performed. FIG. 10 is a diagram schematically illustrating noise control when the limit process is performed. FIG. 11 is a diagram showing the relationship between the amount of change per unit time of the engine rotation frequency and the sound pressure level at the position of the microphone when the limit processing is performed. FIG. 12 is a flowchart of noise control by the active noise control device. FIG. 13 is a block diagram of a vehicle equipped with an active vibration transmission control device according to the second embodiment of the present invention. FIG. 14 is a diagram illustrating a first modification of the active noise control apparatus according to the first embodiment. FIG. 15 is a diagram illustrating a second modification of the active noise control device according to the first embodiment. FIG. 16 is a diagram illustrating a third modification of the active noise control device according to the first embodiment. FIG. 17 is a diagram illustrating a fourth modification of the active noise control device according to the first embodiment. FIG. 18 is a diagram illustrating a fifth modification of the active noise control device according to the first embodiment. FIG. 19 is a flowchart showing another limit process for the adaptive filter coefficient in the active noise control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10, 10a, 10b, 10c, 10d, 10e ... Active noise control apparatus 10A ... Active vibration transmission control apparatus 12 ... Reference signal generator 14 ... Adaptive filter 16 ... Speaker (control sound output means)
DESCRIPTION OF SYMBOLS 18 ... Microphone (error signal generation means) 19 ... Filter coefficient update means 20 ... Reference signal generation circuit (reference signal generation means)
22 ... Filter coefficient update circuit (filter coefficient update means)
26 ... Control signal generating means 28 ... Engine (noise source, vibration source)
30 ... Vehicle 60 ... Engine mount (second vibration generating means)
62 ... Vibration sensor (error signal generating means)
70: Frequency change calculator (acceleration information detection means)
76. Acceleration sensor (acceleration information detection means)
82 ... Acceleration calculator (acceleration information detection means)
210 ... Limiter circuit (amplitude adjusting means, filter coefficient adjusting means)
215... Amplifier (amplitude adjusting means)
216, 217 ... Limiter circuit (amplitude adjusting means)
AMP: Amplitude of adaptive filter coefficient W AMP _limit : Limit value of amplitude of adaptive filter coefficient W Bs, Bsa, Bsb ... Reference signal Cs ... Control sound C, Cx, Cy ... Reference signal e, e '... Error signal H, H '... transfer function Nz ... noise W, Wx, Wx1, Wx2, Wy, Wy1, Wy2 ... adaptive filter coefficients y, ya, yb ... control signal Δaf ... change amount per unit time of engine rotation frequency (acceleration information)
Δav: Vehicle acceleration (acceleration information)

Claims (10)

An active noise control device that actively controls noise generated from a noise source,
The active noise control device includes:
A control signal generating means for calculating a control sound for canceling the noise and generating a control signal for generating the control sound;
Acceleration information detecting means for detecting acceleration information indicating an acceleration state of the vehicle;
Amplitude adjusting means for adjusting the amplitude of the control signal according to the acceleration information;
Control sound output means for outputting the control sound based on the control signal whose amplitude is adjusted;
Equipped with a,
The control signal generation means includes a reference signal generator that outputs a harmonic reference signal from the noise frequency, an adaptive filter that corrects the reference signal using a predetermined adaptive filter coefficient, and generates the control signal. With
The active noise control device further detects an error between the noise and the control sound and generates an error signal indicating the error, and from the control sound output means to the error signal generation means Reference signal generating means for generating a reference signal based on the transfer function of the reference signal and the reference signal, and filter coefficient updating means for updating the adaptive filter coefficient based on the error signal and the reference signal,
The amplitude adjusting means includes a filter coefficient adjusting means for setting a limit value of the amplitude of the adaptive filter coefficient in accordance with the acceleration information and adjusting the adaptive filter coefficient based on the limit value. Type noise control device. In active noise control apparatus according to claim 1 Symbol placement,
The active noise control apparatus, wherein the acceleration information is a rotation frequency per unit time of the engine. In active noise control apparatus according to claim 1 Symbol placement,
The active noise control apparatus, wherein the acceleration information is an acceleration of the vehicle. In active noise control apparatus according to claim 1 Symbol placement,
The active noise control device, wherein the acceleration information is an internal pressure of an intake manifold of the engine. In the active noise control device according to any one of claims 1 to 4 ,
The active noise control apparatus, wherein the noise source is an engine. An active vibration transmission control device that actively controls transmission of vibration generated from a vibration source,
The active vibration transmission control device includes:
Control signal generation means for calculating a second vibration for reducing transmission of the vibration and generating a control signal for generating the second vibration;
Acceleration information detecting means for detecting acceleration information indicating an acceleration state of the vehicle;
Amplitude adjusting means for adjusting the amplitude of the control signal according to the acceleration information;
Second vibration generating means for generating the second vibration based on the control signal having an amplitude adjusted;
Equipped with a,
The control signal generating means includes a reference signal generator that outputs a harmonic reference signal from the vibration frequency, an adaptive filter that corrects the reference signal using a predetermined adaptive filter coefficient, and generates the control signal. With
The active vibration transmission control device further detects an error between the vibration and the second vibration and generates an error signal indicating the error, and the error signal from the second vibration generation means. Reference signal generating means for generating a reference signal based on the transfer function up to the generating means and the reference signal; and filter coefficient updating means for updating the adaptive filter coefficient based on the error signal and the reference signal. ,
The amplitude adjusting means includes a filter coefficient adjusting means for setting a limit value of the amplitude of the adaptive filter coefficient in accordance with the acceleration information and adjusting the adaptive filter coefficient based on the limit value. Type vibration transmission control device. The active vibration transmission control device according to claim 6 ,
The acceleration information is a rotation frequency per unit time of the engine. The active vibration transmission control device according to claim 6 ,
The active vibration transmission control device, wherein the acceleration information is an acceleration of the vehicle. The active vibration transmission control device according to claim 6 ,
The active vibration transmission control device, wherein the acceleration information is an internal pressure of an intake manifold of the engine. The active vibration transmission control device according to any one of claims 6 to 9 ,
The vibration source is an engine;
The active vibration transmission control device, wherein the second vibration generating means is a self-expandable engine mount.

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