JPH06274182A - Vibration reducing device for vehicle - Google Patents

Abstract

PURPOSE:To perform excellent vibration reduction at all times according to changes in the environmental state of the system. CONSTITUTION:This device is provided with a 1st arithmetic means 28 which generates the 1st control signal s1 of a vibration generating means 11 by processing the reference signal (r) from a reference signal generating means 18 sequentially on the basis of the reference signal and the output signal from the vibration detecting means 10 and a 2nd arithmetic means 29 which generates the 2nd control signal s2 of the vibration detecting means 11 on the basis of the output signal from the vibration detecting means 10; and a system controlled by the 1st arithmetic means 28 is limited and the 2nd arithmetic means 29 performs total control. Then the both are used in combination.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle vibration reducing apparatus which constitutes a system in which vibrations generated in a vehicle are controlled, and more particularly, an actuator which is provided with a specific vibrating element of the vehicle is used to reverse the vibration of the vehicle. The present invention relates to an improvement of a vehicle which is excited by the same amplitude in phase to reduce vehicle vibration. In the present invention, the vibration includes not only pure vibration of the vehicle body but also noise.

[0002]

2. Description of the Related Art Conventionally, as this type of active vehicle vibration reducing apparatus, as disclosed in, for example, Japanese Patent Publication No. 1-501344, a reference signal corresponding to the vibration generated by an in-vehicle engine is generated. A reference signal generator,
An adaptive filter that generates a control signal (excitation signal) that is in anti-phase and has the same amplitude as the reference signal generated by this reference signal generator, and the vehicle body that receives the control signal generated by this adaptive filter are added. Vibration generating means such as a vibrating speaker, vibration detecting means such as a microphone that detects vibration of the vehicle body or vehicle interior air, and filter coefficients of the adaptive filter are set so as to reduce the vibration detected by the vibration detecting means. LMS (Least Mean Squ)
are method (= least squares method)) is known.

That is, the reference signal generator detects an ignition pulse signal corresponding to engine vibration, and generates a reference signal as a digital signal from the ignition pulse signal. The reference signal is input to the adaptive filter, the gain and phase of the reference signal are adjusted in the adaptive filter, and the engine vibration and the vibration generated by the vibration generating means cancel each other at the position where the vibration detecting means is arranged. Such a control signal is generated, the control signal is output to the vibration generating means, and the vibration is output from the vibration generating means. The reference signal is also input to the LMS algorithm calculating means, and the calculating means sequentially updates and optimizes the filter coefficient of the adaptive filter so that the level of the signal output from the vibration detecting means becomes low. It is like this.

As described above, in the conventional vehicle vibration reducing apparatus, the output signal of the vibration detecting means is used for optimizing the coefficient of the adaptive filter, so that the vibration generated from the vibration source (engine) is reduced. The control signal of is basically generated only from the reference signal generated based on the period information of the vibration source and sequentially input to the adaptive filter. From this point, it can be said that the conventional vehicle vibration reduction device performs so-called feedforward control.

[0005]

In the conventional vehicle vibration reducing apparatus as described above, it is necessary to perform a huge amount of calculation in a short time in order to successively update the coefficient of the adaptive filter. Particularly, when all the components of the vibration generated from the vibration source are to be controlled, the amount of calculation for updating the filter coefficient increases remarkably. Therefore, a processor that is generally mounted in a conventional vehicle vibration reduction device is used. With such an arithmetic processing capability, it becomes impossible to handle such a large amount of calculation in a short time. For this reason, in the conventional vehicle vibration reduction device, it is general to control only a specific vibration component of the periodic vibration generated from the vibration source.

As described above, in the conventional vehicle vibration reducing apparatus, only the specific vibration component of the periodic vibration generated from the vibration source is often controlled, but the vibration generated in the vehicle is generally generated from the engine as the vibration source. It is known that the periodic vibration that occurs is dominant, and among them, a specific vibration component (for example, a secondary component having a cycle of twice the engine speed) has a greater level than other vibration components. Therefore, if such a vibration component is set as a control target, it is possible to favorably reduce the vibration. Further, the conventional vehicle vibration reduction device that performs feedforward control has the features of excellent followability to changes in the frequency of the target vibration, and good control responsiveness.

However, the conventional vibration reducing device for a vehicle does not always provide a good vibration reducing effect.
Vibrations that occur in a vehicle are often greatly affected by the environment in which the system is placed, such as the operating conditions of the vehicle, the nature of disturbances, the states of the parameters that make up the system. For example, noise generated in the passenger compartment (vibration of air)
Looking at the state of, when the vehicle is in a certain driving state,
The noise level in a specific frequency band in which a specific vibration component of engine vibration is present becomes particularly large compared to the noise levels in other frequency bands, but when the operating condition of the vehicle changes, the nature of the disturbance may change. , The noise level may increase uniformly in almost all frequency bands.

When such noise is to be reduced,
In the conventional vibration reduction device for a vehicle, when the noise level in a specific frequency band in which a specific vibration component of engine vibration exists is higher than the noise levels in other frequency bands,
As described above, it is possible to obtain a good noise reduction effect by controlling this specific vibration component, but when the noise level becomes uniformly large over almost the entire frequency band, a good noise reduction effect is obtained. I couldn't play.

A problem with such a conventional vehicle vibration reduction apparatus is that the conventional vehicle vibration reduction apparatus requires a huge amount of calculation for updating the coefficients of the adaptive filter.
This is because only a specific vibration component of the periodic vibration generated from the vibration source in the vehicle can be controlled. Therefore, there has been a demand for realization of a vehicle vibration reduction device capable of reducing the amount of calculation and controlling the entire vibration generated in the vehicle.

The applicant of the present invention has previously detected that the vibration detecting means is different from the feedforward control system in which a control signal is generated based on a reference signal which is sequentially generated as in the conventional vehicle vibration reducing device. We have proposed a vehicle vibration reduction device that uses a feedback control method that directly generates a control signal based on the generated signal (Japanese Patent Application No. 4-32217, etc.).

This vehicle vibration reducing apparatus detects a cycle of engine vibration and reduces vibration energy of the engine vibration, such as a speaker, and vibration detecting means such as a microphone that detects vibration of the vehicle body or air inside the vehicle. Means and
A setting means for setting the vibration energy in the vibration generating means, and the output of the setting means is corrected on the basis of the output signal of the vibration detecting means and the transfer characteristic between the vibration detecting means and the vibration generating means. By outputting to the generating means, the output signal (control signal) output to the vibration generating means is directly and sequentially optimized to reduce the vibration. According to this control method, since the control signal is directly generated based on the signal detected by the vibration detecting means,
Even if the entire vibration generated in the vehicle is controlled, the amount of calculation does not become enormous, and the vibration detected by the vibration detecting means can be reduced as a whole.

It is also conceivable to apply the optimum feedback system design method based on the optimum control theory to a vehicle vibration reducing apparatus. Conventionally, the LQG (Linear Quadratic Gaussian) control theory, which has been generally used as the optimal control theory, guarantees the optimality only under a certain idealized condition. Designing a reduction device was not practical. In recent years, H ^∞ control theory has attracted attention as a new control theory replacing LQG theory (Hideki Kimura: L
From QG to H ^∞ , measurement and control, Vol.29, No.2, PP.111 /
119, February 1990, etc.). Since the optimal feedback control system designed based on this H ^∞ control theory has high robust stability and is practical, an optimal feedback control vehicle vibration reduction device is designed by the H ^∞ control theory, and by using it, Similar to the feedback type vehicle vibration reduction device proposed by the present applicant, even if the entire vibration generated in the vehicle is controlled, the amount of calculation does not become enormous, and it is possible to reduce the vibration detected as a whole. Become.

However, these feedback control methods have a good effect of reducing vibration when the vibration to be controlled is in a steady state, but the vibration to be controlled is transient due to changes in the operating state of the vehicle. In such a state that changes dynamically, there is a problem that a good vibration reducing effect cannot be obtained because the followability is poor and the response is deteriorated.

As described above, the conventional vehicle vibration reduction device has a good vibration reduction effect when the vibration generated in the vehicle is in a specific state, but it is good when the system environment changes and the vibration state changes. It was not possible to achieve a significant vibration reduction effect. Therefore, even when the environmental condition of the system changes variously, it is required to realize a vibration reducing device for a vehicle, which can exert a good vibration reducing effect according to the environmental condition at that time.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vibration reducing apparatus for a vehicle, which can always perform good vibration reduction in accordance with the environmental condition of the system. .

[0016]

In order to achieve the above object, the present invention uses the above two methods, that is, a feedforward control method for generating a control signal based on a reference signal, and a detection method using a microphone or the like. Based on the above vibrations, a feedback control system that generates vibrations from a speaker or the like so that the vibrations are reduced can be used together by taking advantage of their respective characteristics.

Specifically, in the invention of claim 1, as shown in FIG. 1, a reference signal generating means 18 for generating a reference signal r based on the period information of a vibration source which causes periodic vibration in the vehicle, and a vehicle body. Vibration detecting means 10 such as a microphone for detecting the vibration at a predetermined position of the vehicle, and vibration generating means 11 such as a speaker or an actuator for generating the vibration.
And a reference signal generating means for receiving the output signals of the reference signal generating means 18 and the vibration detecting means 10 and reducing the vibration detected by the vibration detecting means 10.
The reference signal r from 18 is processed to produce the first control signal s
First computing means for generating 1 and outputting it to the vibration generating means 11
28 and

Further, there is provided a second computing means 29 which receives the output signal of the vibration detecting means 10 and outputs the second control signal s2 to the vibration generating means 11 based on this output signal.

The first computing means 28 is constructed so that only the specific vibration component of the periodic vibration generated from the vibration source among the vibrations detected by the vibration detecting means 10 is controlled. The second computing means 29 is configured to control the entire vibration detected by the vibration detecting means 10.

Further, in the invention of claim 2, as in the invention of claim 1, as shown in FIG. 1, the reference signal generating means 18, the vibration detecting means 10, the vibration generating means 11, the first computing means.
28 and a second computing means 29 are provided.

The first calculating means 28 is constructed so that the vibrations detected by the vibration detecting means 10 in a specific frequency band are controlled.
The second computing means 29 is configured so that the vibrations outside the specific frequency band among the vibrations detected by the vibration detecting means 10 are controlled.

Further, in the invention of claim 3, as shown in FIG. 2, in addition to the configuration of the invention of claim 1 or 2, it is possible to detect what state the predetermined environment of the system to be configured is. Environmental state detection means 45 and this environmental state detection means 45
And adjusting means 46 for changing the gain of the second computing means according to the detected state of the predetermined environment.

The above-mentioned "system" means a control system that systematically combines elements such as a control target (vibration occurring in a vehicle) and a control device (vibration reducing device). In addition to the control target and the control device, the elements constituting the system include a vibration source, a vehicle body serving as a vibration transmission path, and the like.

The above-mentioned "environment" refers to the conditions inside and around the system that have some influence on the characteristics of the system such as the control target value, the nature and condition of the disturbance, and the condition of the parameters that make up the system. Specific examples of the predetermined environment include a predetermined vibration state of the vehicle, a driving state of the vehicle, an operation state and a calculation state of the calculation means, a road surface state and a weather state.

In a fourth aspect of the invention, the predetermined environment in the third aspect of the invention is a condition of a predetermined vibration generated in the vehicle.

The "predetermined vibration" generated in the vehicle includes the vibration itself controlled by the system, or other vibrations having some correlation with the vibration controlled.

In a fifth aspect of the invention, the predetermined environment in the third aspect of the invention is set as the driving condition of the vehicle.

According to a sixth aspect of the present invention, the environmental condition detecting means 45 according to the third, fourth or fifth aspect of the present invention is arranged such that the vibration generated in the vehicle in the predetermined environment is increased over substantially the entire frequency band. It is configured to detect whether it is a deteriorated environmental condition, the selection means 46, when the predetermined environmental condition is detected by the environmental condition detection means 45 is the vibration whole environment deteriorated environmental condition The gain of the second calculation means 29 is increased.

According to a seventh aspect of the present invention, the environment state detecting means 45 according to the third, fourth or fifth aspect of the present invention is arranged such that the predetermined environment is a vibration steady environment state in which vibration generated in the vehicle is in a steady state. It is configured to detect whether or not there is, and the selecting unit 46 is configured to detect the environmental condition detecting unit 45.
By this, when it is detected that the predetermined environment is the vibration steady environment state, the gain of the second computing means 29 is increased.

In the invention of claim 8, the specific frequency band in the invention of claim 2 is a low frequency band.

According to a ninth aspect of the invention, in the specific frequency band of the second aspect of the invention, a specific vibration component of the periodic vibration generated from the vibration source exists in the vibration detected by the vibration detecting means 10. A frequency band that varies with a change in the frequency of the specific vibration component.

[0032]

With the above structure, in the invention of claim 1, when the vibration source of the vehicle vibrates, the reference signal r based on the cycle information is generated by the reference signal generating means 18 and at the predetermined position of the vehicle body. The vibration is detected by the vibration detecting means 10. A first receiving each output signal of the reference signal generating means 18 and the vibration detecting means 10.
The calculation means 28 processes the reference signal r so as to reduce a specific vibration component of the vibration detected by the vibration detection means 10 to generate the first control signal s1.
The first control signal s1 of the first computing means 28 is the vibration generating means.
And the vibration is generated by the vibration generating means 11,
This vibration and the vibration of the specific vibration component among the vibrations of the vibration source of the vehicle cancel each other out.
A specific vibration component of the vibration at the vehicle body predetermined position detected by 10 is reduced, and the effect of reducing the vehicle vibration is obtained.

On the other hand, the output signal of the vibration detecting means 10 is
The second calculation means 29, which is also input to the second calculation means 29 and receives this output signal, generates the second control signal s2 so as to reduce the entire vibration detected by the vibration detection means 10. The two control signal s2 of the second computing means 29 is outputted to the vibration generating means 11 and the vibration is generated by the vibration generating means 11, and this vibration and the vibration at the predetermined position of the vehicle cancel each other. The entire vibration detected by the vibration detecting means 10 is reduced, and the effect of reducing vehicle vibration is obtained.

As described above, although the responsiveness to the change in the vibration of the controlled object is excellent, the amount of calculation becomes enormous, so that it is difficult to target a large number of vibration components. While limiting the specific vibration component of the periodic vibration from the above, the control target of the second calculation means 29 which can control many vibration components with a small amount of calculation is the vibration detection means.
By using the detected vibration as a whole in 11, the first and second calculation means 28 and 29 are used in combination while making use of their respective characteristics. Therefore, it is always good to cope with various environmental changes in the system. It is possible to reduce vibration.

Further, in the invention of claim 2, when the vibration is generated by the vibration source of the vehicle, the reference signal r based on the cycle information is generated by the reference signal generating means 18, and the vibration at the predetermined position of the vehicle body vibrates. Detection means 10
Detected by. First computing means receiving each output signal of the reference signal generating means 18 and the vibration detecting means 10.
The reference signal r is processed by 28 so that the vibration detected by the vibration detecting means 10 in a specific frequency band is reduced, and the first control signal s1 is generated. The first control signal s1 of the first calculating means 28 is output to the vibration generating means 11 and the vibration generating means 11 generates a vibration, which is a vibration within a specific frequency band of the vibration and the vibration of the vibration source of the vehicle. Cancel each other out, thereby reducing the vibration within a specific frequency band among the vibrations detected by the vibration detecting means 10 at the vehicle body predetermined position, and the effect of reducing the vehicle vibration is obtained.

On the other hand, the output signal of the vibration detecting means 10 is
The second calculation means 29, which is also input to the second calculation means 29 and receives this output signal, generates the second control signal s2 so as to reduce the entire vibration detected by the vibration detection means 10. The 2 control signal s2 of the second computing means 29 is outputted to the vibration generating means 11 and the vibration generating means 11 generates vibration for reducing the vibration outside the specific frequency band, and at the predetermined position of the vehicle with this vibration. Vibrations of the above-mentioned vibrations cancel each other out, so that the vibrations outside the specific frequency band among the vibrations detected by the vibration detection means 10 are reduced, and the effect of reducing vehicle vibrations is obtained.

As described above, although the responsiveness to the change in the vibration of the controlled object is excellent, the amount of calculation becomes enormous, so that the controlled object of the first calculation means 28, which is difficult to target many vibration components, is detected as the vibration. Of the vibrations detected by the means 11, while limiting to a specific frequency band, the control target of the second calculation means 29 that can control many vibration components with a small amount of calculation is the vibration detected by the vibration detection means 11. By locating it outside the above-mentioned specific frequency band, the first and second computing means 28 and 29 are used in combination while making use of their respective characteristics, so that it is possible to cope with various changes in the environment of the system. It is possible to always perform good vibration reduction.

In the invention of claim 3, the environmental condition detecting means 45.
The state of the predetermined environment of the system is detected by the adjusting means 46 which receives the output signal of the environment state detecting means 45, and the second calculating means 29 of the second computing means 29 is operated according to the state of the predetermined environment. The gain is changed.

Depending on the change in the environment of the system, there is a case where the vibration reduction by the first calculation means 28 is more effective and a case where the vibration reduction by the second calculation means 29 is more effective. Second
When the vibration reduction by the calculation means 29 is not so effective, the total vibration reduction effect is not so affected even if the gain of the second calculation means 29 is reduced, and the energy consumption is reduced by the reduction of the gain. It can be said to be efficient because it can be reduced. On the other hand, when the vibration reduction by the second calculation means 29 is effective, the vibration can be efficiently reduced by increasing the gain of the second calculation means 29. Therefore, by changing the gain of the second calculation means 29 according to the state of the predetermined environment of the system in this way, it becomes possible to more efficiently reduce the vibration of the vehicle.

Specifically, according to the invention of claim 4, the second computing means 29 is operated in accordance with a predetermined vibration state generated in the vehicle.
According to the invention of claim 5, by changing the gain of
By changing the gain of the second calculation means 29 according to the driving condition of the vehicle, it is possible to efficiently reduce the vibration according to the state of each environment.

In the invention of claim 6, the environmental condition detecting means 45.
However, when the environmental condition in which the entire vibration region is deteriorated is detected in which the vibration generated in the vehicle increases in substantially the entire frequency band, the adjusting unit 46 increases the gain of the second calculating unit 29. When the vibration generated in the vehicle increases in substantially the entire frequency band, the second calculating unit 28 may reduce the second vibration component rather than only the specific vibration component or the vibration in the specific frequency band.
The vibration reducing effect can be obtained more efficiently by reducing the vibration as a whole by the calculating means 29. Therefore, under such an environmental condition, the gain of the second calculating means 29 is made larger than usual and the rate of vibration reduction by the second calculating means 29 is increased to achieve efficient and good vibration reduction. It will be.

According to the invention of claim 7, the environmental condition detecting means 45.
However, when the vibration steady environment state in which the vibration generated in the vehicle becomes the steady state is detected, the adjusting means 46 increases the gain of the second computing means 29. When the vibration generated in the vehicle is in a steady state, the change in the vibration state is small, and the second computing means 29 having low responsiveness can sufficiently deal with it. Therefore, it is better to increase the gain of the second computing means 29. Vibration can be effectively reduced.

In the eighth aspect of the present invention, among the vibrations detected by the vibration detecting means 11, the one in the low frequency band is the first.
The control target of the calculating means 28, and those outside the low frequency band (high frequency band) are controlled by the second calculating means 29. The vibration in the low frequency band often has a particularly large vibration level of a specific vibration component, and the vibration in the high frequency band often has a large vibration level as a whole. Therefore, the first calculation means that makes it easy to control a specific vibration component
It is possible to efficiently reduce the vibration by setting the control target of 28 to the vibration in the low frequency band and the control target of the second computing means 29 that easily controls the whole vibration to the vibration outside the low frequency band.

According to the ninth aspect of the invention, among the vibrations detected by the vibration detecting means 11, there is a specific vibration component of the periodic vibration generated from the vibration source, and the fluctuation occurs with the change of the frequency of this specific vibration component. Vibration within the frequency range
The calculation means 28 is controlled and the vibrations in the other frequency bands are controlled by the second calculation means 29. By varying the frequency band, it is possible to reduce the specific vibration component by the first calculating means 28 following the change of the frequency, so that the first calculating means 28 calculates the specific vibration component having a large vibration level. By making the control target of (1), it is possible to efficiently reduce vibration while ensuring responsiveness.

[0045]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. FIG. 3 is a schematic view showing the overall configuration of the vehicle vibration reduction device according to the first embodiment of the present invention. In FIG. 3, reference numeral 1 denotes a vehicle body, which is provided with an engine room 2 in the front part and a vehicle room 3 in the front and rear central parts. Reference numeral 4 denotes an engine that is a vibration source disposed in the engine room 2. The engine 4 is elastically supported by the vehicle body 1 via a mount (not shown) that elastically supports the lower portion of the engine 4. In FIG. 2, 5 is a steering wheel located in the front part of the vehicle interior 3, 6 is a front seat, and 7 is a rear seat.

An engine control unit 9 for controlling the operation of the engine 4 is arranged in the instrument panel 8 at the front end of the vehicle compartment 3. Also, the passenger compartment 3
A plurality of microphones 10, 10, ...
, And a plurality of speakers 11, 11, ... Are arranged (note that in the following description, for simplification, the case where the microphone 10 and the speaker 11 are respectively provided will be described). Each of the microphones 10 constitutes a vibration detecting means for detecting a vibration at a predetermined position in the passenger compartment 3, and is important for the occupant's sensation and hearing, such as the headrest of the front seat 6 and the side of the rear seat 7. It is placed in a proper position. On the other hand, each speaker 11 constitutes vibration generating means for generating vibration in the vehicle interior 3, and vibrates the air in the vehicle interior 3.

The output signal of each microphone 10 is input to the controller 16, which causes the controller 16 to
Basically, each speaker 11 is controlled based on a reference signal r described later and a vibration signal m detected by the microphone 10 to reduce the vibration of the vehicle.

The structure of the controller 16 is shown in FIG.
In the figure, 17 is an engine rotation cycle measuring circuit that measures the cycle of engine rotation based on the ignition signal of the air-fuel mixture in the engine 4 and outputs a cycle signal t, and 18 is the cycle measuring circuit.
It is a reference signal generator that generates a reference signal r related to the vibration of the engine 4 based on the cycle of the engine rotation measured at 17. Further, 19 is an amplifier that amplifies the vibration signal from each microphone 10 with a set gain, 20 is a low-pass filter that filters the low-frequency component of the vibration signal amplified by the amplifier 19, and 21 is the low-pass filter.
It is an A / D converter that converts the analog vibration signal filtered by 20 into a digital signal m. Reference numeral 22 denotes a control calculation unit to which the period signal t from the engine rotation period measurement circuit 17, the reference signal r from the reference signal generator 18 and the vibration signal m from the A / D converter 21 are input. 22 generates a control signal s (speaker signal) for driving and controlling the speaker 11 so as to reduce the vibration detected by each microphone 10.

Reference numeral 23 is a D for converting the control signal s generated by the control calculation section 22 from a digital value to an analog value.
A / A converter, 24 is a low-pass filter that filters low-frequency components of the control signal from the D / A converter 23, and 25 is an amplifier that amplifies the control signal filtered by the low-pass filter 24 with a set gain. The control signal amplified by the amplifier 25 is output to the speaker 11.

Further, 26 is an accelerator opening measuring circuit for measuring the accelerator opening a on the basis of a predetermined signal in the engine control unit 9, and 27 is a vehicle speed measuring circuit for similarly measuring the vehicle speed b. The output signals of 26 and 27 are input to the control calculation unit 22.

FIG. 5 shows the internal configuration of the control calculation unit 22. In FIG. 5, 28 is a first arithmetic unit, 29 is a second arithmetic unit, and 55 is a filtering unit for separating the vibration signal m from the microphone 10 into a low frequency component m1 and a high frequency component m2. The filtering unit 55 includes a low-pass filter 56 that filters the low-frequency component m1 of the vibration signal m from the microphone 10,
The high pass filter 57 filters the high frequency component m2. The reference signal r from the reference signal generator 18 and the low-frequency component m1 of the vibration signal m from the microphone 10 are input to the first arithmetic unit 28, and among the vibrations detected by the microphone 10, The reference signal r is processed so that the signal in the low frequency band is reduced to generate the first control signal s1, and the first control signal s1 is output to the speaker 11. Then, the first arithmetic unit 28 is
An LMS adaptive algorithm is used as an algorithm for generating the control signal s1.

Specifically, as shown in FIG. 6, the first arithmetic unit 28 has a digital filter 31. This Filter 31
After the first control signal s1 is output from the control calculation unit 22, the speaker 11 is drive-controlled by the first control signal s1 to change the vehicle vibration. The change in the vehicle vibration is detected by the microphone 10 and The transfer function H until the detection signal is input to the control calculation unit 22 is modeled.
Reference numeral 32 denotes a convergence coefficient multiplication circuit, which multiplies the signal m1 from each microphone 10 by the convergence coefficient based on a predetermined convergence coefficient α. 33 is a multiplier that multiplies the output of the transfer function H of the digital filter 31 and the output of the convergence coefficient multiplication circuit 32, and 34 is an adaptive filter, and for each output of the multiplier 33, a filter coefficient is calculated based on the output value. Sequential updating is performed, and the reference signal r is processed based on the updated filter coefficient, and the first control signal s1 having the same amplitude and the opposite phase to the engine vibration is output to each speaker 11.

On the other hand, the high frequency component m2 of the vibration signal m from the microphone 10 and the periodic signal t from the engine rotation period measuring circuit 17 are input to the second computing unit 29, and the vibration of the speaker 11 is transmitted here. While setting the energy, this vibration energy is transferred to the microphone 10
Output signal m2, and the microphone 10 and speaker
The second control signal s is corrected based on the transfer characteristic between
2 is output to the speaker 11.

Specifically, as shown in FIG. 7, the second arithmetic unit 29 causes the cycle signal t from the engine rotation cycle measuring circuit 17 to be transmitted.
Circuit 36 for adjusting the vector period of the output signal to the speaker 11 based on the above, a circuit 37 for converting a matrix of impulse response which is a transfer characteristic between the microphone 10 and the speaker 11 into a time series, and from this circuit 37 Circuit 38 for sequentially optimizing the above vector by the time series of the impulse response of the above and the high frequency component m2 of the vibration signal m output from the microphone 10.
And a circuit 39 for converting the vector signal from the circuit 38 into a time series to generate a second control signal s2 (speaker signal).

Referring again to FIG. 4, reference numeral 41 designates a cycle signal t from the engine rotation cycle measuring circuit 17, an accelerator opening signal a from the accelerator opening measuring circuit 26 and a vehicle speed measuring circuit 27.
Acceleration / deceleration / constant speed determination device for determining the operating state of the vehicle (engine 4) based on the vehicle speed signal b from 42, 42 for changing the gain of the second computing unit 29 together with the output signal from the determination device 41. It is a gain adjuster.

In this first embodiment, the engine rotation cycle measuring circuit 17, the accelerator opening measuring circuit 26, the vehicle speed measuring circuit
Environmental condition detection means by 27 and acceleration / deceleration / constant speed judgment device 41
45 (see FIG. 2) is configured, and this environmental condition detecting means 45
Is configured to detect what kind of state the vehicle is in, specifically, whether the vehicle is in an acceleration / deceleration state or a constant speed traveling state. Further, the gain adjuster 42 constitutes an adjusting means 46.

Here, of the signal processing operations performed in the controller 16, the operation for changing and adjusting the feedback gain G of the second arithmetic unit 28 will be described with reference to the flowchart of FIG. First, in step S1 after the start, the engine rotation cycle t (n) at time n is determined by the cycle signal t from the engine rotation cycle measurement circuit 17.
In step S2, the acceleration / deceleration / constant speed determination unit 41 determines the engine rotation cycle t (n) at the current time n and the engine rotation cycle t (n-1) at the previous time (n-1).
The change value of the encine rotation cycle Δt =
| T (n) -t (n-1) | is calculated. In the next step S3, the magnitude of the change value Δt is compared with the threshold value Lt, and when the determination is NO of Lt ≦ Δt, it is determined that the rotation change of the engine 4 is large and the vehicle is in the acceleration state or the deceleration state. Then, in step S4, the counter k is set to the initial value K, and in step S5, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ , and then the process is ended.

On the other hand, in step S3, Y of Lt> Δt
If it is judged as ES, it is judged at step S6 whether or not the counter k becomes k = 0. If this judgment is YES with k> 0, at step S7, "1" is subtracted from the counter k and k = After setting k−1, the above step S5
Proceed to.

When the determination in step S6 becomes NO (k = 0) by repeating the above steps, the feedback gain G of the second computing unit 29 is set to a value G ₀ × α (α> α) larger than the reference value G ₀ in step S8. After changing to 1), it ends.

Therefore, in the first embodiment, by the steps S1 to S3 of the control operation, the presence or absence of acceleration / deceleration as the operating state of the vehicle is detected based on the change value Δt of the engine rotation cycle. The operation of the detection means 45 is shown.

Further, in steps S4 to S8, the second computing unit 29 receives the output of the environmental condition detecting means 45, and when the vehicle operating condition is detected, that is, when the vehicle is accelerating or decelerating. Feedback gain G
Is set to the reference value G ₀ , and when the steady traveling state of the vehicle is detected, the counter k is k = K (initial value) from the time of detection.
The operation of the adjusting means 46 for changing the feedback gain G of the second computing unit 29 to a value G ₀ × α larger than the reference value G ₀ after the elapse of a predetermined time T from when It is shown.

Next, the operation of the first embodiment will be described. Basically, when the ignition signal of the engine 4 is input to the controller 16 while the vehicle is operating, the engine rotation cycle measurement circuit 17 measures the engine rotation cycle. Also,
The reference signal generator 18 generates a reference signal r corresponding to the engine vibration, and the engine rotation period signal t and the reference signal r are output to the control calculator 22. Further, vibrations at predetermined positions in the vehicle interior 3 are detected by the respective microphones 10 in the vehicle interior 3, and the output signals m of the respective microphones 10 are also input to the control calculator 22. The control calculation unit 22 generates a control signal s for reducing the vibration detected by each microphone 10, and the control signal s is output to each speaker 11 to cause the speaker 11 to generate a vibration. And the engine vibration cancel each other out, which reduces the vibration detected by each microphone 10 at a predetermined position in the vehicle interior 3. Specifically, the output signal m of each microphone 10 is divided into a low frequency component m1 and a high frequency component m2,
The low frequency component m1 is input to the first calculation unit 28, and the high frequency component m2 is input to the second calculation unit 29, so that the first calculation unit 28 reduces vibrations detected by the microphone 10 in the low frequency band. The first control signal s1 is generated and output, and the second calculation unit 29 generates and outputs the second control signal s2 so that the vibration detected by the microphone 10 in the high frequency band is reduced.

Then, in the controller 16, as shown in FIG. 9, the change value Δt of the engine rotation cycle measured by the engine rotation cycle measurement circuit 17 in the acceleration / deceleration / constant speed determination unit 41 is compared with the threshold value Lt. The driving state of the vehicle is detected, and the magnitude of the feedback gain G of the second computing unit 29 of the control computing unit 22 is adjusted according to the driving state of the vehicle. That is, the change value Δt of the engine rotation cycle is equal to the threshold value L.
When it is determined that the vehicle is in the acceleration state or the deceleration state at t or more, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ . In this state, the reference signal generator 18 and the microphone 10 receive respective output signals of the reference signal so that the first operation unit 28 reduces the vibrations detected by the microphone 10 in the low frequency band. The r is processed to generate the first control signal s1, and the vibration energy to each speaker 11 is reduced by the second calculation unit 29 so that the vibration detected by the microphone 10 in the high frequency band is reduced. Is set, the output signal s2 to the speaker 11 is the output signal m1 of each microphone 10, the microphone 10 and each speaker.
The second control signal s is corrected based on the transfer characteristic with respect to 11 and the feedback gain G set to the reference value G _0.
2 is generated. The control signals s1 and s2 from the first and second arithmetic units 28 and 29 are output to the speaker 11 and vibration is generated by the speaker 11, and the vibration and the engine vibration cancel each other out. The vibration at a predetermined position in the vehicle interior 3 detected by is reduced, and the effect of reducing the vehicle vibration is obtained.

As described above, when it is determined that the vehicle is in the acceleration / deceleration state and the vibration in the vehicle interior 3 is in the unsteady state, and the response of the control is emphasized, the second arithmetic unit having the low response of the control is provided.
The feedback gain G of 29 is set to a reference value G _0, that is, a low value, and the first computing unit 28 having high control responsiveness mainly operates with the vibration in the low frequency band among the vibrations detected by the microphone 10 as the control target. Therefore, it is possible to satisfactorily reduce the vibration while ensuring the responsiveness of the control due to the change of the vibration state in the low frequency band in the vehicle interior 3.

On the other hand, the change value Δ of the engine rotation cycle
When t is smaller than the threshold value Lt and it is detected that the vehicle is in the constant speed traveling state, the counter k is set to the initial value K after the detection.
From the time when it becomes “0” until the predetermined time T elapses, the second
The feedback gain G of the calculation unit 29 is the reference value G as it is.
_It is set to ₀ , but after the elapse of the predetermined time T, the second calculation unit 29
The feedback gain G is changed to a value G ₀ × α that is larger than the reference value G ₀ .

When it is determined that the vehicle is in the steady running state and the vibrations in the passenger compartment 3 are in the steady state, and the control response is not emphasized, the feedback gain G of the second computing unit 29 is large. Since the value is changed, the entire vibration in the vehicle interior 3 can be favorably reduced without increasing the calculation amount.

Therefore, in this first embodiment, the magnitude of the feedback gain G of the second computing section 29 is adjusted in accordance with the operating state of the vehicle as the state of the predetermined environment of the system, and the system is operated. Good vibration reduction can be performed by taking advantage of the advantages of the first and second arithmetic units 28, 29 according to the operating condition.

Further, when the steady running state of the vehicle is detected, the magnitude of the feedback gain G of the second computing unit 29 is changed and adjusted after a predetermined time T has passed from the time of detection, so that the steady state of the vehicle is maintained. Even if a change in the operating state due to a change in the engine speed remains for a while after the transition to the running state, the first computing unit 28 mainly operates until it stabilizes, and the responsiveness of the control during that period is changed. It can be maintained and control performance can be improved.

In the first embodiment, the operating state of the vehicle when the vehicle is running at a constant speed is detected as a vibration steady environment state in which the vibration in the vehicle interior 3 to be controlled becomes a steady state. However, it can be said that the change of the magnitude of the feedback gain G of the second calculation unit 29 is adjusted accordingly.

Next, it is detected whether or not the vibration state in the vehicle interior 3 to be controlled is a steady state by detecting the state of a predetermined vibration occurring in the vehicle. The second embodiment of the present invention will be described.

FIG. 10 is a schematic view showing the overall structure of a vehicle vibration reducing apparatus according to the second embodiment of the present invention. In the drawings showing the second embodiment, the same elements as those in the first embodiment are designated by the same reference numerals as those in the drawings showing the first embodiment, and the details thereof will be described. Detailed description is omitted. This also applies to the other embodiments described below.

FIG. 10 is a view corresponding to FIG. 3 of the first embodiment, except that a floor vibration detector 50 for detecting the vibration of the passenger compartment floor is attached to the floor panel of the passenger compartment 3, The detection signal of the vibration detector 50 is input to the controller 16. That is, in the first embodiment, the vehicle operating state (acceleration / deceleration / constant speed state) is detected based on a predetermined signal from the engine control unit 9, and the magnitude of the feedback gain G of the second calculation unit 29 is detected based on this detection. In contrast to the case where the change adjustment is performed, in the second embodiment, the state of a predetermined vibration (floor vibration) generated in the vehicle is detected based on the detection signal of the floor vibration detector 50, and the second calculation is performed based on the detection. Feedback gain G of section 29
Change and adjust the size of.

The structure of the controller 16 is shown in FIG.
FIG. 11 is a diagram corresponding to FIG. 4 of the first embodiment, except that the detection signal p from the floor vibration detector 50 is directly input to the control calculation unit 22, and another configuration is provided. Is the same as in the first embodiment.

FIG. 12 shows the internal configuration of the control calculation unit 22. FIG. 12 is a view corresponding to FIG. 4 of the first embodiment, except that the vibration state of the floor of the passenger compartment 3 on the basis of the detection signal p from the floor vibration detector 50, that is, the predetermined vibration state generated in the vehicle. Is provided with a vibration state determiner 51 and a gain adjuster 52 that adjusts the magnitude of the feedback gain G of the second calculation unit 29 based on the output signal of the vibration state determiner 51. In addition, in the second embodiment, the configurations of the first and second arithmetic units 28 and 29 and the configuration of the filtering unit 55 are the same as those in the first embodiment, and the description thereof will be omitted.

As shown in FIGS. 11 and 12, in the second embodiment, the floor vibration detector 50 and the vibration state judging device 51 constitute an environmental state detecting means 45. The environmental state detecting means 45 is It is configured to detect whether the vibration of the three floors of the passenger compartment, that is, the predetermined vibration generated in the vehicle is in a steady state. Also, the gain adjuster 52
The adjusting means 46 is constituted by the selecting means 46, and the selecting means 46 changes and adjusts the magnitude of the feedback gain G of the second computing section 29 based on the vibration state of the floor of the passenger compartment 3 detected by the environment state detecting means 45. Is configured.

Here, among the signal processing operations performed in the controller 16, the operation for changing and adjusting the magnitude of the feedback gain G of the second arithmetic unit 29 will be described with reference to FIG.
A description will be given based on the flowchart of 13. First, in step T1 after the start, the acceleration p (n) of the three floors of the passenger compartment at time n is input by the floor acceleration signal p from the floor vibration detector 50, and in step T2, the vibration state determiner 51 detects this time. Floor acceleration p at time n
(N) and the floor acceleration p (n at the previous time (n-1)
−1) Change value Δp of the floor acceleration based on the absolute value of the difference
= | P (n) -p (n-1) | is calculated. In the next step T3, the change value Δp and the threshold value Lp are compared in magnitude, and when the determination is NO at Lp ≦ Δp, the change in the vibration state of the vehicle interior 3 floor is large and the vibration of the vehicle interior 3 floor is large. It is determined to be an unsteady state, and the counter k is determined in step T4.
Is set to the initial value K, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ in step T5, and then the process ends.

On the other hand, in step T3, Y of Lp> Δp
In the case of ES, it is determined that the change in the vibration state of the passenger compartment floor is small and the vibration state of the passenger compartment 3 floor is a steady state. Next, in step T6, it is determined whether or not the counter k has become k = 0. When this determination is YES with k> 0, in step T7, "1" is subtracted from the counter k to obtain k = k-1. After that, the process proceeds to step T5.

When the determination in step T6 becomes NO (k = 0) by repeating the above steps, the feedback gain G of the second calculation unit 29 is set to a value G ₀ × α (α> α) larger than the reference value G ₀ in step T8. After changing to 1), it ends.

Therefore, in the second embodiment, the vibration p of the three floors of the passenger compartment is set by the steps T1 to T3 of the control operation.
The operation of the environmental condition detecting means 45 for indirectly detecting the condition of the vibration in the vehicle interior 3 on the basis of the change value Δp is shown.

Further, in steps T4 to T8, the output of the environmental condition detecting means 45 is received, and it is detected that the vibration of the three floors of the passenger compartment is unsteady according to the detected vibration state of the three floors of the passenger compartment. When it is detected, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ , and when it is detected that the vibration of the floor of the passenger compartment 3 is in a steady state, the counter k is k = K (initial value)
The operation of the adjusting means 46 for changing the feedback gain G of the second computing unit 29 to a value G ₀ × α larger than the reference value G ₀ after the elapse of a predetermined time T from when It is shown.

Next, the operation of the second embodiment will be described. Basically, when the ignition signal of the engine 4 is input to the controller 16 while the vehicle is operating, the engine rotation cycle measurement circuit 17 measures the engine rotation cycle. Also,
The reference signal generator 18 generates a reference signal r corresponding to the engine vibration, and the engine rotation period signal t and the reference signal r are output to the control calculator 22. Further, vibrations at predetermined positions in the vehicle interior 3 are detected by the respective microphones 10 in the vehicle interior 3, and the output signals m of the respective microphones 10 are also input to the control calculator 22. The control calculation unit 22 generates a control signal s for reducing the vibration detected by each microphone 10, and the control signal s is output to each speaker 11 to cause the speaker 11 to generate a vibration. And the engine vibration cancel each other out, which reduces the vibration detected by each microphone 10 at a predetermined position in the vehicle interior 3. Specifically, the output signal m of each microphone 10 is divided into a low frequency component m1 and a high frequency component m2,
The low frequency component m1 is input to the first calculation unit 28, and the high frequency component m2 is input to the second calculation unit 29, so that the first calculation unit 28 reduces vibrations detected by the microphone 10 in the low frequency band. The first control signal s1 is generated and output, and the second calculation unit 29 generates and outputs the second control signal s2 so that the vibration detected by the microphone 10 in the high frequency band is reduced.

In the controller 16, as shown in FIG. 14, the floor vibration detector is used in the vibration state judging device 51.
The change value Δp of the acceleration of the three floors of the passenger compartment detected at 50 is compared with the threshold value Lp to detect the vibration state of the floor, and the second calculation unit of the control calculation unit 22 is determined according to the vibration state of the floor.
The magnitude of the feedback gain G of 29 is adjusted. That is, the acceleration change value Δp of the three floors of the passenger compartment is the threshold value Lp.
When it is determined that the state of vibration occurring in the vehicle is an unsteady state as described above, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ . In this state, the first arithmetic unit 28 receiving the output signals of the reference signal generator 18 and the microphone 10 causes the microphone 10 to operate.
The reference signal r is processed so as to reduce the vibration in the low frequency band among the vibrations detected by the first control signal s1, and the vibration detected by the microphone 10 is detected by the second arithmetic unit 29. The vibration energy to each speaker 11 is set so that the one in the high frequency band is reduced, and the output signal s2 to this speaker 11 is the output signal m1 of each microphone 10, the microphone 10 and each speaker 11. And the feedback gain G set to the reference value G ₀ are corrected to generate the second control signal s2. The first and second calculation units 2
The control signals s1 and s2 from 8 and 29 are output to the speaker 11 and vibration is generated by the speaker 11, and the vibration and the engine vibration cancel each other out, whereby the inside of the passenger compartment 3 detected by the microphone 10 is detected. The vibration at the predetermined position is reduced, and the effect of reducing the vehicle vibration is obtained.

Since the vibration of the floor of the passenger compartment 3 is in the non-steady state in this way, when it is judged that the vibration in the passenger compartment 3 is in the unsteady state and the responsiveness of the control is emphasized, the responsiveness of the control is controlled. The low feedback gain G of the second calculation unit 29 is set to the reference value G _0, that is, a low value, and the vibrations detected by the microphone 10 in the low frequency band are targeted for control, and the first calculation unit having high control responsiveness. Since 28 mainly operates, it is possible to satisfactorily reduce vibration while ensuring responsiveness of control associated with changes in the vibration state in the low frequency band in the vehicle interior 3.

On the other hand, the change value Δ of the engine rotation cycle
When p is smaller than the threshold value Lp and it is detected that the vibration state of the three floors of the passenger compartment is a steady state, the counter k becomes "0" from the initial value K from the time of the detection, and the predetermined time T elapses. Until then, the feedback gain G of the second calculation unit is set to the reference value G ₀ as it is, but after the elapse of the predetermined time T, the feedback gain G of the second calculation unit 29 is changed to the reference value G 0.
_The value is changed to a value G ₀ × α larger than ₀ .

As described above, when the vibration state of the floor of the passenger compartment 3 is in a steady state, the vibration in the passenger compartment 3 has not changed so much, and it is judged that the control response is not emphasized,
Since the feedback gain G of the second calculation unit 29 is changed to a large value, it is possible to favorably reduce the entire vibration in the vehicle interior 3 without increasing the calculation amount.

Therefore, in this second embodiment, the passenger compartment 3
Since the magnitude of the feedback gain G of the second calculation unit 29 is adjusted and operated in accordance with the state of vibration in the vehicle interior 3 that is indirectly detected based on the state of vibration of the floor, the vibration in the vehicle interior 3 is reduced. Good vibration reduction can be performed by taking advantage of the advantages of the first and second calculation units 28 and 29 depending on the state.

In the second embodiment, the vibration state of the floor of the passenger compartment 3 in the steady state is detected as a vibration steady environmental state in which the vibration in the passenger compartment 3 to be controlled becomes the steady state. However, it can be said that the change of the magnitude of the feedback gain G of the second calculation unit 29 is adjusted accordingly.

Next, a third embodiment of the present invention will be described. Since the third embodiment has the same structure as the second embodiment, it will be described below with reference to FIGS. 10 to 12 showing the second embodiment.

As shown in FIG. 12, the control calculation unit 22 of the third embodiment is similar to the second embodiment in that it has a floor vibration detector.
A vibration state determiner 51 that determines the vibration state of the three floors of the passenger compartment based on the detection signal p from 50, and a change in the magnitude of the feedback gain G of the second calculation unit 29 based on the output signal of the vibration state determiner 51. A gain adjuster 52 for adjusting is provided. This third embodiment differs from the second embodiment in that
In the second embodiment, the gain adjustment is performed depending on whether the vibration state of the vehicle interior 3 floor is the steady state or the unsteady state, whereas in the third embodiment, the vibration of the vehicle interior 3 floor increases. The point is that the gain adjustment is performed depending on whether or not it is in the state of being set.

That is, in the third embodiment, the floor vibration detector 50 and the vibration state determiner 51 constitute an environmental state detecting means 45. The environmental state detecting means 45 is
It is configured to detect whether or not the vibration of the three floors of the vehicle interior is increasing. Also, the above gain adjuster
The adjusting means 46 is constituted by 52, and the adjusting means 46 is based on the vibration state of the floor of the passenger compartment 3 detected by the environment state detecting means 45, and the feedback gain G of the second calculating section 29 is obtained.
Is configured to change and adjust the size of.

Here, among the signal processing operations performed in the controller 16, the operation for changing and adjusting the magnitude of the feedback gain G of the second arithmetic unit 29 will be described with reference to FIG.
A description will be given based on 15 flowcharts. First, in step U1 after the start, the acceleration p (n) of the passenger compartment floor at time n is input by the floor acceleration signal p from the floor vibration detector 50, and in step U2, the vibration state determiner 51 uses the current acceleration p (n). Floor acceleration p (n) at time n
Of the absolute value | p | After setting k to the initial value K and setting the feedback gain G of the second calculation unit 29 to the reference value G ₀ in step U4, the process ends.

On the other hand, when YES at | p |> Δp at step U2, it is determined that the vibration of the passenger compartment floor is increasing, and the routine proceeds to step U5. Next, in step U5, it is determined whether or not the counter k has become k = 0. If this determination is YES with k> 0, step U
In step 7, "1" is subtracted from the counter k to set k = k-1, and the process proceeds to step U4.

By repeating the above, when the determination at step U5 is NO (k = 0), at step U7 the feedback gain G of the second computing unit 29 is set to a value G ₀ × α (α> α) larger than the reference value G _0. After changing to 1), it ends.

Therefore, in the third embodiment, by the steps U1 to U2 of the control operation described above, the state of the vibration in the vehicle interior 3 is based on the absolute value | p | of the vibration p of the vehicle interior floor. The operation of the environmental condition detecting means 45 for indirectly detecting the above is shown.

Further, in steps U3 to U7, the output of the environment state detecting means 45 is received, and the second computing unit 29 of the second computing unit 29 receives the detected vibration state of the passenger compartment floor, that is, a predetermined vibration state generated in the vehicle. Feedback gain G
Is adjusted, and more specifically, when it is detected that the vibration state of the floor of the passenger compartment 3 is not increased, the feedback gain G of the second calculation unit 29 is set to the reference value G _0.
On the other hand, when it is detected that the vibration state of the three floors of the passenger compartment is increasing, a predetermined time T from the time of this detection until the counter k changes from k = K (initial value) to k = 0. The operation of the adjusting means 46 for changing the feedback gain G of the second calculation unit 29 to a value G ₀ × α larger than the reference value G ₀ after the passage of is shown.

Next, the operation of the third embodiment will be described. Basically, when the ignition signal of the engine 4 is input to the controller 16 while the vehicle is operating, the engine rotation cycle measurement circuit 17 measures the engine rotation cycle. Also,
The reference signal generator 18 generates a reference signal r corresponding to the engine vibration, and the engine rotation period signal t and the reference signal r are output to the control calculator 22. Further, vibrations at predetermined positions in the vehicle interior 3 are detected by the respective microphones 10 in the vehicle interior 3, and the output signals m of the respective microphones 10 are also input to the control calculator 22. The control calculation unit 22 generates a control signal s for reducing the vibration detected by each microphone 10, and the control signal s is output to each speaker 11 to cause the speaker 11 to generate a vibration. And the engine vibration cancel each other out, which reduces the vibration detected by each microphone 10 at a predetermined position in the vehicle interior 3. Specifically, the output signal m of each microphone 10 is divided into a low frequency component m1 and a high frequency component m2,
The low frequency component m1 is input to the first calculation unit 28, and the high frequency component m2 is input to the second calculation unit 29, so that the first calculation unit 28 reduces vibrations detected by the microphone 10 in the low frequency band. The first control signal s1 is generated and output, and the second calculation unit 29 generates and outputs the second control signal s2 so that the vibration detected by the microphone 10 in the high frequency band is reduced.

Then, in the controller 16, as shown in FIG. 16, the floor vibration detector is used in the vibration state judging device 51.
Absolute value of acceleration p on the passenger compartment floor detected at 50 | p |
Is compared with a threshold Lp to detect the vibration state of the floor,
The magnitude of the feedback gain G of the second calculation unit 29 of the control calculation unit 22 is adjusted according to the vibration state of the floor.
That is, the absolute value of the acceleration on the passenger compartment floor | p |
When it is determined that the vibration of the three floors of the passenger compartment is not increased when p or less, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ . In this state, the reference signal generator 18 and the microphone 10 receive respective output signals of the reference signal so that the first operation unit 28 reduces the vibrations detected by the microphone 10 in the low frequency band. r is processed so that the first control signal s
1 is generated, and the second arithmetic unit 29 causes the microphone 10
The vibration energy to each speaker 11 is set so that the vibrations in the high frequency band among the vibrations detected by 1. are output, and the output signal s2 to this speaker 11 is the output signal m1 of each microphone 10 and the microphone. The second control signal s2 is generated by being corrected based on the transfer characteristic between the speaker 10 and each speaker 11 and the feedback gain G set to the reference value G ₀ . The control signals s1 and s2 from the first and second arithmetic units 28 and 29 are output to the speaker 11 and vibration is generated by the speaker 11, and the vibration and the engine vibration cancel each other out.
The vibration at a predetermined position in the vehicle interior 3 detected by is reduced, and the effect of reducing the vehicle vibration is obtained.

Since the vibration of the floor of the passenger compartment 3 is not increased in this way, when it is determined that the vibration in the passenger compartment 3 to be controlled is not increased in substantially the entire frequency band, that is, the microphone 10 In the state where the specific vibration component among the detected vibrations has a particularly large vibration level, the first arithmetic unit 28 mainly operates, so that the low frequency in which the specific vibration component having the particularly large vibration level exists. By setting the band as the control target of the first calculation unit 28, it is possible to perform good vibration reduction while ensuring the control responsiveness due to the change of the vibration in the vehicle interior 3.

On the other hand, since the absolute value | p | of the acceleration p of the passenger compartment floor is larger than the threshold value Lp, and the vibration of the floor of the passenger compartment 3 increases, the vibration in the passenger compartment 3 to be controlled is increased. Is determined to increase in substantially the entire frequency band, the feedback of the second calculation unit 29 is continued from the time of the detection until the counter k becomes "0" from the initial value K and the predetermined time T elapses. The gain G is set to the reference value G ₀ as it is, but after the elapse of the predetermined time T, the feedback gain G of the second calculation unit 29 is larger than the reference value G G ₀ ×
Changed to α.

When it is determined that the vibration in the vehicle compartment 3 floor is increasing and the vibration in the vehicle compartment 3 is increasing over substantially the entire frequency band, the feedback gain G of the second computing unit 29 is Since the value is changed to a large value, it is possible to favorably reduce the entire vibration in the vehicle interior 3 without increasing the calculation amount.

Therefore, in this third embodiment, the passenger compartment 3
Since the magnitude of the feedback gain G of the second calculation unit 29 is adjusted and operated according to the vibration state in the vehicle interior 3 that is indirectly detected based on the vibration state of the floor, the vibration state in the vehicle interior 3 is reduced. Accordingly, good vibration reduction can be performed by taking advantage of the advantages of the first and second calculation units 28 and 29.

In the third embodiment, the vibration state of the floor of the passenger compartment 3 when it is in an increasing state is deteriorated over the entire vibration range because the vibration in the passenger compartment 3 to be controlled increases in substantially the entire frequency band. It can be said that the control is switched according to the detection as an environmental condition.

As described above, in the third embodiment, the floor vibration detector 50 detects the acceleration of the passenger compartment floor, and the passenger compartment 3 is determined depending on the state of the absolute value | p | of the floor acceleration. It can be said that it is judged whether the internal vibration is increasing in almost all frequency bands.
t Fourier Transform) analyzer is used to analyze and detect vibration in the passenger compartment 3 for each frequency band.
It may be possible to detect more directly whether or not the internal vibration is in a state of increasing in substantially the entire frequency band.

Further, it is possible to indirectly determine whether or not the vibration in the passenger compartment 3 is increasing in almost all frequency bands based on various information from electronic devices mounted in the vehicle. Is. In the following description, a system for indirectly detecting whether or not the vibration in the passenger compartment 3 increases in substantially the entire frequency band based on information from various electronic devices mounted on the vehicle will be described below. A fourth embodiment will be described. FIG. 17 is a block diagram showing the configuration of the controller of the vehicle vibration reducing apparatus according to the fourth embodiment of the present invention, and FIG. 18 is a block diagram showing the configuration of the control calculation unit shown in FIG.

In the fourth embodiment, as shown in FIG. 17, predetermined information is detected from a predetermined electronic device 60 mounted on the vehicle as an information signal i, and the vehicle interior 3 is detected based on the information signal i.
A vibration state detection / determination unit 61 that indirectly detects whether or not the internal vibration increases in substantially the entire frequency band is provided as shown in FIG. Further, normally, when the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ and the vibration state detection / determination unit 61 detects a state where the vibration in the vehicle interior 3 increases in substantially the entire frequency band, A gain adjuster 62 is provided for changing the feedback gain G of the two-operation unit 29 to a value G ₀ × α larger than the reference value G ₀ . That is, in the fourth embodiment, the vibration state detection / determination unit 61 determines whether or not the vibration in the vehicle interior 3 is increased in substantially the entire frequency band based on the predetermined information from the predetermined electronic device 60 mounted on the vehicle. The environmental condition detecting means 45 for indirectly detecting the above is configured, and the gain adjuster 62 constitutes the adjusting means 46 for changing and adjusting the magnitude of the feedback gain G of the second computing section 29. The constructions of the first and second arithmetic units 28 and 29 and the filtering unit 45 in the fourth embodiment are the same as those of the first embodiment.
The configurations are the same as those in the embodiment.

Specifically, what kind of electronic device 61 can be considered, and when what information is detected from the electronic device 61, the vibration in the passenger compartment 3 increases in substantially the entire frequency band. The following is a list of whether or not the status is determined.

(1) When the electronic device 61 is an ECU (Electronic Control Unit) for electronically controlling the engine (i) When the lean burn control (fuel injection control in the lean region from the ideal air-fuel ratio) is operated by the ECU When the information that there is is detected (ii) The EGR control (Exhaust Gas Recirculati
on Control) when the information that it is operating is detected (iii) From the ECU, the electronic ignition advance control (ESA Contro
l; When the information that the ESA (Electronic Spark Advance) is operating is detected (iv) The ECU detects the information that the fuel injection is performed after the engine is warmed up and the air-fuel ratio feedback control is not operating. When (v) The ECU detects the information that the fuel injection has been cut after the engine has warmed up and the air-fuel ratio feedback control is not operating. (Vi) The ECU controls the purge control (fuel in the upper part of the fuel tank). When the information that it is the time to operate the control to re-enter the engine after adsorbing the gas is detected (vii) From the ECU, idle speed control (ISC; Id;
(le Speed Control) When it is detected that the engine is operating (viii) When the ECU detects information that the engine is running at high speed (ix) When the ECU detects that the accelerator is fully open (x) When the ECU detects that the engine brake is operating (xi) When the ECU detects that the engine is in a high load state (xii) When the ECU is operating the turbocharger (Xiii) When the ECU detects that the supercharger is operating (xiv) When the ECU detects that the vehicle is traveling.

(2) The electronic device 61 performs an electronic automatic transmission control with an EATCU (Electronic Automatic Transmission Control).
rol Unit) (i) When EATCU detects that EAT shift control is in operation (ii) When EATCU detects that EAT lockup control is in operation (iii) From EATCU When it is detected that the EAT slip control (control of the slip between the clutch facing and the torque converter cover at the time of lockup) is operating. (Iv) The EATCU detects that the shift lever is in the parking range or the neutral range. When I did.

(3) The electronic device 61 uses an ACSCU (Active Suspention Control) for electronically controlling the hydraulic pressure of the suspension.
Unit)) (i) When the ACSU detects that the front wheels have passed over the protrusion on the road surface (ii) When the ACSCU detects that the vehicle is traveling on a rough road (iii) From the ACSCU When it detects that the vehicle is equipped with tempered tires.

(4) When the electronic device 61 is a 4WSCU (Four Wheel Steering Control Unit) for controlling the four-wheel steering of the vehicle (i) When it is detected from the 4WSCU that the four-wheel steering control is in operation.

(5) The electronic device 61 electronically controls the brakes of the vehicle by ABSCU (Anti-Lock Brake System Control U).
nit) (i) When it is detected from the ABSCU that the steering is in phase.

(6) When the electronic device 61 is a TRCU (Traction Control Unit) for electronically controlling the driving force of the driving wheels of the vehicle (i) When the TRCU detects that the traction control is in operation.

(7) When the electronic device 61 is an ACCU (Air Condition Control Unit) for controlling air conditioning in the vehicle compartment (i) When the ACCU detects that the air conditioner is operating (ii) ACCU When, when the engine is running, it is detected that the temperature of the engine cooling water is low.

(8) When the electronic device 61 is a navigation system unit (NSU) that provides road information to the vehicle by a signal from an artificial satellite (i) When the vehicle runs on an unpaved road (bad road) from the NSU Or when it is detected that the vehicle is traveling in a tunnel or in high altitude.

(9) When the electronic device 61 is a road-to-vehicle communication unit that provides road information to the vehicle by communication between the road and the vehicle (i) The road-to-vehicle communication unit causes the vehicle to travel on an unpaved road (bad road). ) When it is detected that the vehicle is traveling, traveling in a tunnel, or traveling at high altitude.

(10) When the electronic device 61 is a lamp control unit for controlling lighting and extinguishing of the lamp of the vehicle according to the brightness outside the vehicle, etc. (i) The lamp of the vehicle is lit by the lamp control unit, and the vehicle is When it is detected that you are driving in a tunnel.

(11) When the electronic device 61 is the control unit (AVCU) of the AV device of the vehicle (i) When it is detected that the volume of the AV device is larger than that of the AVCU.

(12) When the electronic device 61 is a TSCU (Torque Split Control Unit) for performing switching control of the drive system of the vehicle, etc. (i) When it is detected by the TSCU that the four-wheel drive system has been selected.

As described above, the specific example of the electronic device 61, and when any information is detected from the electronic device 61, the passenger compartment 3
Although it has been enumerated as to whether it is determined that the internal vibration is in a state of increasing in substantially the entire frequency band, the present invention is not limited to the above enumeration. For example, a detection method other than the above is conceivable, such as that the information that the vehicle is traveling on a bad road can be detected by ACSCU, TRCU, or ABSCU.

According to the fourth embodiment, when it is determined that the vibration in the passenger compartment 3 is not in a state of increasing in substantially the entire frequency band based on the predetermined information signal i from the electronic device 61, the second The feedback gain G of the calculator 29 is set to the reference value G ₀ . In this state, the first calculation unit that receives the output signals of the reference signal generator 18 and the microphone 10
The reference signal r is processed by the 28 so as to reduce the vibration in the low frequency band among the vibrations detected by the microphone 10, and the first control signal s1 is generated.
The calculation unit 29 sets the vibration energy to each speaker 11 so that the vibration detected by the microphone 10 in the high frequency band is reduced.
The output signal s2 to 11 is the output signal m of each microphone 10.
1. Transfer characteristics between the microphone 10 and each speaker 11,
And the feedback gain G set to the reference value G ₀
The second control signal s2 is generated by being corrected based on
The control signals s1, from the first and second arithmetic units 28, 29
s2 is output to the speaker 11 and vibration is generated by the speaker 11, and the vibration and the engine vibration cancel each other, whereby the vibration at the predetermined position in the vehicle interior 3 detected by the microphone 10 is reduced. Therefore, the effect of reducing vehicle vibration can be obtained.

As described above, when the vibration in the vehicle interior 3 is not in a state of increasing in substantially the entire frequency band, that is, the microphone.
When the specific vibration component among the detected vibrations of 10 has a particularly large vibration level, the first arithmetic unit 28 mainly operates, so that the specific vibration component of the particularly large vibration level By setting the existing low frequency band as the control target of the first calculation unit 28, a good vibration reduction effect can be secured.

On the other hand, when it is detected that the vibration in the vehicle interior 3 is increasing in substantially the entire frequency band, the counter k becomes "0" from the initial value K from the time of detection, and the predetermined time T The feedback gain G of the second computing unit 29 is set to the reference value G ₀ as it is until the time elapses. However, after the elapse of the predetermined time T, the foot-back gain G of the second computing unit 29 is greater than the reference value G ₀ . Is also changed to a large value G ₀ × α.

As described above, when the vibration in the passenger compartment 3 increases in substantially the entire frequency band, and it is difficult to obtain a sufficient vibration reduction effect by reducing the vibration in the specific frequency band by the first calculation unit 28, Since the feedback gain G of the second calculation unit 29 is changed to a large value, it is possible to favorably reduce the entire vibration in the vehicle interior 3 without increasing the calculation amount.

Therefore, in the fourth embodiment, the feedback gain G of the second computing unit 29 is determined according to the vibration state in the vehicle interior 3 which is indirectly detected based on the information from the electronic device 61.
Is adjusted to operate, so that good vibration reduction can be performed by taking advantage of the advantages of the first and second calculation units 28 and 29 according to the vibration state in the vehicle interior 3.

Next, whether or not the vibration state in the passenger compartment 3 increases in substantially the entire frequency band is indirectly detected by the calculation state of the calculation means. The fifth embodiment of the present invention will be described. FIG. 19 is a block diagram showing the configuration of the controller of the vehicle vibration reduction device according to the fifth embodiment of the present invention, and FIG. 20 is a block diagram showing the internal configuration of the control calculation unit shown in FIG.

As shown in FIG. 19, the controller 16 of the vehicle vibration reducing apparatus according to the fifth embodiment is different from the controller 16 of the first embodiment shown in FIG. Further, the point that the vehicle speed measuring circuit 27 is not provided and the internal configuration of the control calculation unit 22 shown in FIG. 20 are different, and other configurations are substantially the same. As shown in FIG. 20, the control calculation unit 22
Is a calculation state determiner 71 for detecting the state of the vibration signal m input from the microphone 10 to the control calculation unit 22 as indicating the calculation state of the first and second calculation units 28 and 29; 1st and 2nd based on the signal from the device 71
A gain adjuster 72 is provided for changing and adjusting the magnitude of the feedback gain G of the second arithmetic unit 29 according to the arithmetic states of the arithmetic units 28 and 29 (state of the vibration signal m). Also,
In each of the above embodiments, the vibration signal m from the microphone 10
Filter section 55 for separating the low frequency component m1 and the high frequency component m2
However, in the fifth embodiment, such a filtering unit is provided.
55 is not provided, vibration signal m from the microphone 10
Is directly input to the first calculation unit 28 and the second calculation unit 29. That is, in the fifth embodiment, the control target of the first calculation unit 28 is the specific vibration component of the vibration detected by the microphone 10 (the reference signal r for that is generated), and the second calculation unit 29 controls. Microphone controlled
It is said to be all 10 vibrations detected. The configurations of the first and second arithmetic units 28 and 29 are the same as those in the first embodiment.

In the fifth embodiment, the above microphone is used.
An environmental condition detecting means 45 is configured by the 10 and the arithmetic condition determining device 71, and the environmental condition detecting means 45 detects the condition of the vibration signal m to generate the first and second arithmetic means 28,
By detecting the state of the vibration signal m, in order to detect the state of the 29 calculation conditions,
It is configured to indirectly detect whether or not the vibration in the vehicle interior 3 is increasing in substantially the entire frequency band.
Further, the gain adjuster 72 constitutes the selecting means 46.

Here, of the signal processing operation performed in the controller 16, the operation for changing and adjusting the magnitude of the feedback gain G of the second arithmetic unit 29 will be described.
A description will be given based on 21 flowcharts. First, in step V1 after the start, the vibration signal m (n) at time n is calculated from the vibration signal m from the microphone 10, and in step V2, the vibration signal m (n) at this time n.
(N) and the vibration signal m (n- at the previous time (n-1)
1) The absolute value of the difference from
| M (n) -m (n-1) | is calculated. In the next step V3, the magnitude of the change value Δm and the threshold value Lm are compared, and when the determination is NO of Δm ≦ Lm, it is determined that the vibration in the vehicle interior 3 is not in a state of increasing in substantially the entire frequency band. Then, in step V4, the counter k is set to the initial value K, and in step V5, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ , and then the process ends.

On the other hand, in step V3, Y of Lm> Δm
At the time of ES, it is determined that the vibration in the vehicle interior 3 is in a state of increasing in substantially the entire frequency band. Next, in step V6, it is determined whether or not the counter k has become k = 0. When this determination is YES with k> 0, in step V7, "1" is subtracted from the counter k to obtain k = k-1. After that, the process proceeds to step V5.

By repeating the above, when the determination at step V6 is NO (k = 0), at step V8 the feedback gain G of the second arithmetic unit 29 is set to a value G ₀ × α (α> α) larger than the reference value G _0. After changing to 1), it ends.

Therefore, in the fifth embodiment, the change value Δ of the vibration signal m is made by the steps T1 to T3 of the control operation.
The operation of the environmental condition detecting means 45 for indirectly detecting whether or not the vibration in the vehicle interior 3 increases in substantially the entire frequency band based on m is shown.

Further, in steps T4 to T8, the feedback gain G of the second computing unit 29 is normally set to the reference value G in accordance with the detected vibration state of the vehicle interior 3 from the output of the environment state detecting means 45. On the other hand, when the state in which the vibration in the vehicle interior 3 increases in substantially the entire frequency band is detected while the _value is set to ₀ , the counter k is k = K (initial value) from the time of detection.
The operation of the adjusting means 46 for changing the feedback gain G of the second computing unit 29 to a value G ₀ × α larger than the reference value G ₀ after the elapse of a predetermined time T from when It is shown.

Next, the operation of the fifth embodiment will be described. Basically, when the ignition signal of the engine 4 is input to the controller 16 while the vehicle is operating, the engine rotation cycle measurement circuit 17 measures the engine rotation cycle. Also,
The reference signal generator 18 generates a reference signal r corresponding to a specific vibration component of the vibration in the vehicle interior 3, and the signal t of the engine rotation cycle and the reference signal r are generated.
Is output to the control calculation unit 22. Further, vibrations at predetermined positions in the vehicle interior 3 are detected by the respective microphones 10 in the vehicle interior 3, and the output signals m of the respective microphones 10 are also input to the control calculator 22. The control calculation unit 22 generates a control signal s for reducing the vibration detected by each microphone 10, and the control signal s is output to each speaker 11 to generate vibration by the speaker 11.
The vibration from 11 and the vibration of the engine cancel each other out, so that at a predetermined position in the vehicle interior 3, each microphone
Vibrations detected by 10 are reduced. For more details, first
The calculation unit 28 generates and outputs the first control vibration s1 so that a specific vibration component of the vibration detected by the microphone 10 is reduced, and the second calculation unit 29 reduces the entire vibration detected by the microphone 10. Thus, the second control vibration s2 is generated and output.

In the controller 16, the calculation state detector 71 compares the change value Δm of the vibration signal m with the threshold value Lm to detect the state of the vibration signal m, as shown in FIG. The magnitude of the feedback gain G of the second calculation unit 29 of the control calculation unit 22 is adjusted according to the state. That is, when it is determined that the change value Δm of the vibration signal m is equal to or less than the threshold value Lm and the vibration in the vehicle interior 3 does not increase in substantially the entire frequency band, the feedback gain G of the second calculation unit 29 is set to the reference value G. Set to ₀ . In this state, the first computing unit 28 that receives the output signals of the reference signal generator 18 and the microphone 10 mainly operates, and the first computing unit 28 causes a specific vibration among vibrations detected by the microphone 10. The reference signal r is processed so that the vibration component is reduced, and the control signal s1 is generated. The control signal s1 from the first calculation unit 28 is output to the speaker 11 and vibration is generated by the speaker 11, and the vibration and the engine vibration cancel each other, whereby the vehicle compartment 3 detected by the microphone 10 is generated. Vibration at a predetermined position inside is reduced, and the effect of reducing vehicle vibration is obtained.

As described above, when the vibration in the vehicle interior 3 is not in a state of increasing in substantially the entire frequency band, that is, the microphone.
When the specific vibration component among the 10 detected vibrations has a particularly large vibration level, the first arithmetic unit 28 mainly operates, so that the specific component having this particularly large vibration level is reduced. By doing so, a good reduction effect can be secured.

On the other hand, when it is detected that the change value Δm of the vibration signal m is larger than the threshold value Lm and the vibration in the passenger compartment 3 increases in substantially the entire frequency band, the counter k is detected from that time. Until the predetermined time T elapses from the initial value K to “0”, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ as it is. The feedback gain G of the calculation unit 29 is changed to a value G ₀ × α that is larger than the reference value G ₀ .

As described above, when the vibration in the vehicle interior 3 increases in substantially the entire frequency band and it is difficult to obtain a sufficient vibration reduction effect only by reducing the specific vibration component by the first calculation unit 28, Since the feedback gain G of the second calculation unit 29 is changed to a large value, it is possible to favorably reduce the entire vibration in the vehicle interior 3 without increasing the calculation amount.

Therefore, in the fifth embodiment, the vehicle interior 3 is changed from the situation of the vibration signal m as the predetermined environment of the system.
The vibration state in the vehicle interior 3 is indirectly detected, and the feedback gain G of the second computing unit 29 is changed and adjusted according to the vibration state in the vehicle interior 3 to operate. Accordingly, good vibration reduction can be performed by taking advantage of the advantages of the first and second calculation units.

Although the embodiment of the vehicle vibration reducing apparatus according to the present invention has been described above, the vehicle vibration reducing apparatus according to the present invention is not limited to the specific mode of the embodiment, and various modifications can be made. It can be carried out.

For example, in the first embodiment, the interior of the passenger compartment 3 is determined based on the driving condition of the vehicle, specifically, whether the vehicle is in the acceleration / deceleration traveling state or the constant speed traveling state. It indirectly detects whether the vibration of the vehicle is in the steady state or the non-steady state, but detects whether the state of the vibration in the vehicle interior 3 is the steady state by the calculation state of each calculation means. It is also possible to make an indirect determination by doing. Specifically, it is considered that the coefficient of the adaptive filter 34 of the first calculation unit 28 does not change so much when the vibration reaches a steady state, so that the changed state of the coefficient of the adaptive filter 34 is directly or indirectly detected. Then, when the coefficient of the adaptive filter 34 greatly changes, the feedback gain G of the second calculation unit 29 is set to the reference value G ₀ , and when the coefficient does not change so much, the feedback gain G of the second calculation unit 29 is set as the reference. it can be made to change to a large value G ₀ × alpha than the value G _0.

Further, in the first embodiment, the operating state of the vehicle is detected by the fluctuation of the engine rotation cycle, but it can also be detected by the vehicle speed, the accelerator opening degree and the like.

Furthermore, in the first to fourth embodiments, the control target of the first arithmetic unit 28 is assumed to be in the low frequency band of the vibration detected by each microphone 10, and the second arithmetic unit 29 is used.
In order to control the object of the above, which is in the high frequency band of the vibration detected by each microphone, the filtering unit 55 was configured, but not such a low frequency band or a high frequency band, It is also possible to divide the control target of the first calculation unit 28 into the middle frequency band and the control target of the second calculation unit 29 into other low and high frequency bands. In that case, the configuration of the filtering unit 55 is as shown in FIG. 23, for example. As shown in FIG. 23, the filtering unit 55 is a microphone.
A band pass filter 66 for filtering the middle frequency component of the vibration signal m from 10; a low pass filter 67 for filtering the low frequency component of the vibration signal m; and a high pass filter 68 for filtering the high frequency component of the vibration signal m. , The vibration signal m from the microphone is divided into a specific medium frequency component m1 and the other frequency component m2, the middle frequency component m1 is output to the first calculation unit 28, and the other frequency component m2 is second calculated. It is configured to output to the unit 29. By configuring the filtering unit 55 in this way, it is possible to appropriately divide the frequency band to be controlled.

In the fifth embodiment, the first arithmetic unit 28
The target of control is a specific vibration component of the vibration detected by each microphone 10, and the target of control of the second calculation unit 29 is the entire vibration detected by each microphone 10. Therefore, the first and second calculation units The control targets of 28 and 29 partially overlap. Therefore, the filtering unit 55 as shown in FIG.
The first and second arithmetic units in the control arithmetic unit 22 shown in FIG.
By providing 28 and 29 on the input side of the vibration signal m, it is possible to prevent the control targets from overlapping. That is,
As shown in FIG. 24, the filtering unit 55 includes three tracking filters 76, which can change the pass frequency band.
77 and 78, and the vibration signal m from the microphone 10 is a signal component m1 in the frequency band in which the specific vibration component to be controlled by the first calculation unit 28 exists, and a signal component in the other frequency bands. m2, and the vibration component m1 in the frequency band in which the specific vibration component to be controlled is always present is The pass frequency bands of the tracking filters 76, 77, and 78 are configured to change in conjunction with each other so as to be output to the calculation unit 28. By providing the filtering unit 55 having such a configuration, the control targets of the first and second calculation units 28 and 29 do not overlap, and the first calculation unit 28 determines the specific vibration among the vibrations detected by the microphone 10. It is possible to constantly reduce the vibration component as a control target.

In each of the above embodiments, the second arithmetic unit 28
FIG. 7 proposed by the applicant in Japanese Patent Application No. 4-32217, etc.
Although the feedback control system having the configuration as shown in FIG. 11 is used, the second calculation unit 29 may be replaced with an optimal feedback control system designed by the recent H ^∞ control theory. In this case, the configuration of the second calculation unit 29 is as shown in FIG. FIG. 25 corresponds to FIG. 7, and includes the microphone 10, the speaker 11, and the second arithmetic unit.
The controller K is designed based on the H ^∞ control theory so that the optimum feedback control system is constituted by 29. By using the second calculation unit 29 having such a configuration, it is possible to perform the vibration reduction control similar to that described above.

Further, in each of the above-mentioned embodiments, the vibration source of the vehicle is the engine. However, if the reference signal can be obtained from the vibration cycle information, other vibrations such as exhaust vibration can be controlled.

Furthermore, in each of the above-described embodiments, the vibration generating means is the speaker 11, but other than this, the vehicle vibration can be reduced by positively vibrating the engine mount, for example. .

[0147]

As described above in detail, according to the vehicle vibration reducing apparatus of the present invention, the reference signal from the reference signal generating means is sequentially processed to generate the first control signal, which is output to the vibration generating means. A first arithmetic means of a feedforward control method and a second arithmetic means of a feedback control method for generating a second control signal based on the output signal of the vibration detecting means and outputting the second control signal to the vibration generating means are provided. By limiting the control target of the first calculation means, while the control target of the second calculation means is configured as a whole, both of them can be used together while taking advantage of the respective features of the first and second calculation means. It is possible to perform good vibration reduction in response to various environmental changes in the system.

Further, according to the one provided with the adjusting means for changing the gain of the second calculating means according to the state of the predetermined environment of the system, whether the vibration reduction by the second calculating means is effective or not. Since the gain of the second calculation means can be increased or decreased depending on whether or not the vibration of the vehicle can be reduced more efficiently.

[Brief description of drawings]

FIG. 1 is a block diagram showing one configuration of the present invention.

FIG. 2 is a block diagram showing another configuration of the present invention.

FIG. 3 is a schematic diagram showing an overall configuration of a vehicle vibration reduction device according to a first embodiment of the present invention.

FIG. 4 is a block diagram showing the configuration of the controller shown in FIG.

5 is a block diagram showing a configuration of a control calculation unit shown in FIG.

FIG. 6 is a block diagram showing a configuration of a first arithmetic unit shown in FIG. 5 using an LMS adaptive algorithm.

FIG. 7 is a block diagram showing a configuration of a second arithmetic unit shown in FIG.

8 is a flowchart showing the operation for changing and adjusting the magnitude of the feedback gain of the second computing unit shown in FIG.

FIG. 9 is a time chart diagram showing a change adjustment state of a gain of a second arithmetic unit according to a change in engine rotation.

FIG. 10 is a schematic diagram showing the overall configuration of a vehicle vibration reduction device according to a second embodiment of the present invention.

11 is a block diagram showing the configuration of the controller shown in FIG.

12 is a block diagram showing a configuration of a control calculation unit shown in FIG.

FIG. 13 is a flowchart showing the operation for changing and adjusting the magnitude of the feedback gain of the second arithmetic unit shown in FIG.

FIG. 14 is a time chart diagram showing a gain change adjustment state of the second arithmetic unit according to a change in floor vibration.

FIG. 15 is a flowchart showing an operation for changing and adjusting the magnitude of the feedback gain of the second arithmetic unit of the vehicle vibration reduction device according to the third embodiment of the present invention.

FIG. 16 is a time chart showing a change adjustment state of the gain of the second calculation unit according to the magnitude of floor vibration.

FIG. 17 is a block diagram showing the configuration of a controller of a vehicle vibration reduction device according to a fourth example of the present invention.

18 is a block diagram showing the configuration of the control calculation unit shown in FIG.

FIG. 19 is a block diagram showing the configuration of a controller of a vehicle vibration reduction device according to a fifth embodiment of the present invention.

FIG. 20 is a block diagram showing the configuration of the control calculation unit shown in FIG.

FIG. 21 is a flow chart diagram showing the operation for changing and adjusting the magnitude of the feedback gain of the second computing unit shown in FIG. 20.

FIG. 22 is a time chart diagram showing a change adjustment state of the gain of the second arithmetic unit according to the change of the vibration detection signal of the microphone.

FIG. 23 is a block diagram showing another configuration of a filtering unit provided in the control calculation unit of the vehicle vibration reduction device according to each embodiment of the present invention.

FIG. 24 is a block diagram showing another configuration of a filtering section provided in the control calculation section of the vehicle vibration reduction device according to each example of the present invention.

FIG. 25 is a block diagram showing another configuration of the second arithmetic unit of the vehicle vibration reduction device according to each embodiment of the present invention.

[Explanation of symbols]

1 Car Body 3 Cabin 4 Engine (Vibration Source) 10 Microphone (Vibration Detection Means) 11 Speaker (Vibration Generation Means) 16 Controller 17 Engine Rotation Period Measurement Circuit 18 Reference Signal Generator (Reference Signal Generation Means) 22 Control Calculation Unit 28th 1 calculation unit (first calculation unit) 29 second calculation unit (second calculation unit) 31 digital filter 34 adaptive filter 41 acceleration / deceleration / constant speed determination unit 42, 52, 62, 72 gain adjuster 45 environment state detection unit 46 Adjusting means 50 Floor vibration detector 51, 61 Vibration state judging device 55 Filtering section 71 Calculation state judging device r Reference signal s, s1, s2 Control signal

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Hiroshi Sendai, No. 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) No. 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Stock In-house (72) Inventor Yutaka Tsukahara 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (9)

[Claims] 1. A vibration reducing device for a vehicle, which constitutes a system in which vibration generated in a vehicle is controlled, wherein a reference signal generating unit generates a reference signal based on cycle information of a vibration source that causes periodic vibration in the vehicle. Means, a vibration detecting means for detecting vibration at a predetermined position of the vehicle body, a vibration generating means for generating vibration, and output signals of the reference signal generating means and the vibration detecting means, and detected by the vibration detecting means. Receiving the output signal of the vibration detection means, the first calculation means for processing the reference signal from the reference signal generation means to generate the first control signal and outputting the first control signal to the vibration generation means so as to reduce the generated vibration. A second control signal is generated based on the output signal so that the vibration detected by the vibration detecting means is reduced, Second calculation means for outputting to a means, the first calculation means controls only a specific vibration component of the periodic vibration generated from the vibration source among the vibrations detected by the vibration detection means. The vibration reduction device for a vehicle, wherein the second calculation means is configured to control the entire vibration detected by the vibration detection means. 2. A vibration reduction device for a vehicle, which constitutes a system in which vibration generated in a vehicle is controlled, wherein a reference signal generation for generating a reference signal based on cycle information of a vibration source that causes periodic vibration in the vehicle. Means, a vibration detecting means for detecting vibration at a predetermined position of the vehicle body, a vibration generating means for generating vibration, and output signals of the reference signal generating means and the vibration detecting means, and detected by the vibration detecting means. Receiving the output signal of the vibration detection means, the first calculation means processing the reference signal from the reference signal generation means to generate a first control signal and outputting the first control signal to the vibration generation means so as to reduce the generated vibration. A second control signal is generated based on the output signal so that the vibration detected by the vibration detecting means is reduced, A second arithmetic means for outputting to the means, wherein the first arithmetic means is configured to control a vibration in a specific frequency band among the vibrations detected by the vibration detection means, The vibration reducing device for a vehicle, wherein the second computing means is configured to control, as a control target, a vibration outside the specific frequency band among vibrations detected by the vibration detecting means. 3. An environmental state detecting means for detecting what kind of state the predetermined environment of the system is, and an output of the environmental state detecting means, and depending on the detected state of the predetermined environment. 3. The vehicle vibration reduction device according to claim 1, further comprising: an adjusting unit that changes a gain of the second computing unit. 4. The vibration reducing device for a vehicle according to claim 3, wherein the predetermined environment is a condition of a predetermined vibration occurring in the vehicle. 5. The vibration reducing device for a vehicle according to claim 3, wherein the predetermined environment is a driving condition of the vehicle. 6. The environmental condition detecting means detects whether or not the predetermined environment is an environmental condition in which vibration in the vehicle deteriorates over the entire vibration range such that vibration occurring in the vehicle increases in substantially the entire frequency band. The adjusting means increases the gain of the second computing means when the environmental condition detecting means detects that the predetermined environment is the environmental condition in which the vibration is deteriorated. The vibration reduction device for a vehicle according to 3, 4, or 5. 7. The environmental condition detecting means detects whether or not the predetermined environment is a vibration steady environmental state in which the vibration generated in the vehicle is in a steady state, and the adjusting means. 4. When the environmental condition detecting means detects that the predetermined environment is the vibration steady environmental condition, the gain of the control by the second computing means is increased. 4. The vehicle vibration reduction device according to 4 or 5. 8. The vehicle vibration reduction device according to claim 2, wherein the specific frequency band is a low frequency band. 9. The change of the frequency of the specific vibration component, wherein the specific frequency band has a specific vibration component of periodic vibration generated from the vibration source among the vibrations detected by the vibration detection means. The vibration reduction device for a vehicle according to claim 2, wherein the vibration frequency band is a frequency band that fluctuates accordingly.