JPH06175735A - Vehicle vibration damping device - Google Patents

Abstract

PURPOSE:To effectively damp the vibrations of a controlled system caused by the vibrations of a power unit by using a control ratio changing means which changes the control ratios of plural exciting mounts in accordance with the state of a prescribed factor of a vehicle. CONSTITUTION:The vehicle vibration damping device is provided with a vibration sensor g0 attached to a seat, four exciting mounts a1-a4, and a controller C. A ratio changing means 50A consists of a change control part 36 which sets the control ratios of the mounts a1-a4 in accordance with the state of a vehicle, four attenuators 34 which attenuate the reference signals (x) sent to the adaptive filters F1-F4 from a reference signal generating means 8 basing on the control ratio set by a change control part 34, and an arithmetic processing part 10. The part 10 increases the coefficient updating frequency is response to the control ration set by the part 36 in order to update the coefficients of the adaptive filters corresponding to the exciting mounts having high control ratios in regard of the arithmetic processing ability of the part 10.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a predetermined vibration (control target vibration) which occurs in a predetermined vibration element such as a vehicle body constituent element or air in a vehicle interior due to a vibration of a power unit mounted in a vehicle such as an automobile. The present invention relates to a vibration reduction device for a vehicle, which positively reduces the vibration by canceling the vibration to be controlled.

[0002]

2. Description of the Related Art This type of vehicle vibration reducing device is disclosed in Japanese Patent Publication No. 1-501344, for example, in which a control target vibration occurs in a predetermined vibration element of the vehicle due to a vibration of a power unit. A vibration exciter for generating new vibration for canceling the vibration is provided, and a control means for controlling the drive of the vibration exciter. In addition, this type of vehicle vibration reduction device,
As an arithmetic processing method for controlling the drive of the vibration exciter, one using an optimization method as described in the above publication,
Although there are some that do not use this, a vehicle vibration reduction device that uses an optimization method generally has the following configuration. FIG. 28 is a schematic configuration diagram of a conventional vehicle vibration reduction device that uses an optimization method.

The vehicle vibration reducing device shown in FIG. 28 is configured to reduce the vibration (noise) of the air in the passenger compartment caused by the vibration of the engine E as a power unit. M microphones 2 as vibration sensors which are arranged at a predetermined position in the vehicle compartment and detect vibrations of air at the predetermined position, and air in the vehicle compartment which is arranged at a predetermined position in the vehicle compartment to reduce the vibration of the air. Of i speakers 4 as a shaker for exciting the speaker 4 and control means for generating drive signals y _{1 to} y _i for driving the speakers 4 to control the excitation drive of the speakers 4. 6 and. Further, the above-mentioned device is provided with a reference signal generating means 8 for detecting an ignition pulse signal w generated in association with the number of revolutions of the engine E from the ignition coil 24 and shaping the waveform of this signal to generate a reference signal x. There is.

The microphone 2 detects both the vibration generated by the speaker 4 and the vibration generated by the vibration of the engine E, and the detected vibration is detected by detecting signals e ₁ to e ₁ .
output as e _m, the detection signal e ₁ to e _m is the amplifier 16
And is input to the control means 6 via the A / D converter 18. On the other hand, the reference signal x generated by the reference signal generating means 8 is also the amplifier 12 and the A / D converter.
It is input to the control means 6 via 14.

[0005] Control unit 6, an adaptive filter F ₁ to F _i for adjusting the phase and amplitude of the reference signal x, the arithmetic processing so that the detected signals e ₁ to e _m inputted from the microphone 2 is minimum And an arithmetic processing unit 10 for updating the coefficient of the adaptive filter _every moment, and the signals passed through the adaptive filters F _{1 to} F _i are driven signals y _{1 to} y.
It is configured to output as _i . As an adaptive algorithm for updating the coefficients of the adaptive filters F _{1 to} F _i , LMS method (Least Mean Square Method) or Newton is used.
(Newton) method, Simplex method and Poel (Po
well) method and the like, but FIG. 28 shows the LMS method among them. In the LMS method, the reference signal x is the digital filter H ° _IM (I =
1, 2, ..., i; M = 1, 2, ..., M), and is input to the arithmetic processing unit 10. The H.degree. _IM is _generated by the I-th speaker 4 and the M-th microphone 2. This is a model of the transfer characteristic between the two, and the spatial distance between the speaker 4 and the microphone 2 is, as it were, interpolated.

Further, the vibration of a power unit such as an engine is composed of a large number of vibration components composed of a sine wave having a frequency that is an integral multiple of the engine speed when a spectrum analysis is performed. It is known that not all have the same level, but one or more particular vibration components have a particularly high level. If the vibration caused by the vibration component having a particularly high level is reduced, a sufficient vibration reduction effect can be obtained. Therefore, in the vehicle vibration reduction device described above,
In many cases, control is performed to reduce the vibration caused by the vibration component having a particularly high level. For example,
In the case of a car with a 4-cylinder 4-cycle engine,
Since a vibration component having a frequency twice the engine speed (hereinafter referred to as a secondary component) has a particularly high level, it is often attempted to reduce the vibration caused by the secondary component.

Further, the above-described conventional vehicle vibration reduction device uses a speaker as the vibrator. As described in the above publication, when it is desired to reduce the vibration (noise) of the air in the vehicle compartment, a speaker is often used as the shaker, but it is described in, for example, Japanese Patent Laid-Open No. 3-219139. As described above, it is also proposed that a mount member that supports the power unit with respect to the vehicle body is configured to vibrate the power unit and the vehicle body (hereinafter referred to as a vibration mount) as a vibration exciter. When a speaker is used as an exciter, the noise in the vehicle compartment can be efficiently reduced, but the vibration of the vehicle body component (solid) cannot be reduced, whereas the one using the exciter mount. Not only can the vibration of the vehicle body component be reduced, but also the muffled noise, which is a particular problem as noise in the vehicle interior, can be reduced by reducing the vibration of the vehicle body component as the resonance member. . For this reason,
The vibration mount is expected to be extremely excellent as a vibration exciter used in a vehicle vibration reduction device.

[0008]

When the vibration mount is used as a vibration exciter as described above, a considerable vibration reduction effect is expected, but it greatly changes depending on the vibration mode itself of the power unit, the engine speed, and the like. Therefore, it is difficult to always obtain a good vibration reduction effect with only one vibration mount. Therefore, in order to further enhance the vibration reducing effect, it is possible to use a plurality of vibration mounts and control them.

However, simply increasing the number of vibration mounts to be controlled unnecessarily lengthens the arithmetic processing time in the control means to lower the responsiveness, and increases the power consumption for driving the vibration mounts. As a result, a problem such as that caused occurs, and the vibration cannot be efficiently reduced.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle vibration reducing device capable of efficiently and satisfactorily reducing the vibration of the controlled object caused by the vibration of the power unit. Especially.

[0011]

A vibration reduction device for a vehicle according to the present invention includes a plurality of vibration mounts for supporting a power unit of the vehicle with respect to a vehicle body, and a predetermined vibration of the vehicle due to vibration of the power unit. Control means for driving the respective vibration mounts to reduce the vibration of the controlled object generated in the vibration element, and ratio changing means for changing the control ratio of the respective vibration mounts according to the state of a predetermined factor of the vehicle. The basic configuration is characterized by including and.

The vibrating element refers to an element that vibrates in a vehicle, for example, a power unit (engine, transmission), a vehicle body frame, a vehicle body panel, a steering wheel, and other vehicle body constituent elements, or air in the vehicle interior.

The predetermined factor is a factor that influences the change of the state, the vibration state of the power unit, the effect obtained by performing the vibration reduction control, or the change of the state by knowing the change of the state. Is a factor that can be used to detect changes in the vibration state and the vibration of the controlled object.

As a concrete mode of the present invention having the above-mentioned basic structure, in the vibration reducing device for a vehicle according to claim 2, the ratio changing means is provided for reducing the vibration of the controlled object according to the state of the predetermined factor. It is configured to increase the control ratio of the vibration mount, which has a high contribution rate.

As a specific mode of the invention described in claim 2, in the vibration reducing device for a vehicle according to claim 5, the controlled object vibration is a muffled sound in a vehicle compartment, and the predetermined factor is an engine speed of the vehicle. did.

Further, as a concrete mode of the invention described in claim 5, in the vibration reducing device for a vehicle according to claim 6, when the engine speed is an idle speed, the engine of the respective vibration mounts is used. A vibration mount that has a high contribution rate is placed at a position where vibration in the roll direction is easily input.

Other specific examples of the above-mentioned predetermined factors include the gear position of the transmission, the acceleration / deceleration, the occupant's riding position, the opening / closing degree of the window,
The voltage of the battery can be increased.

[0018]

According to the vibration reducing apparatus for a vehicle of the present invention having the above-described basic structure, the plurality of vibration mounts and the control ratio of each vibration mount are adjusted according to the state of the predetermined factor of the vehicle. By providing the ratio changing means for changing, the one that does not have only one vibration mount,
It is possible to efficiently and satisfactorily reduce the vibration of the controlled object that is caused by the vibration of the power unit, compared to the case where the control ratio of each vibration mount is fixed even if it has multiple vibration mounts. Becomes

More specifically, when the contribution rate to the reduction of the controlled object vibration is different among a plurality of excitation mounts depending on the state of a predetermined factor, the control rate of the excitation mount having a high contribution rate is increased, By focusing on the high-contribution vibration mounts without focusing on the low-contribution vibration mounts, it is possible to obtain a vibration mount with less vibration reduction control effect compared to the power consumption. In some cases, lowering the control ratio so that the drive amount of such an oscillating mount is reduced, or lowering the control ratio even if the vibration reduction effect is obtained, is preferable for the operating condition of the vehicle. If there is a vibration mount that affects, by lowering the control ratio of such a vibration mount, it is possible to make effective use of limited computing capacity or effective use of electric power. Rui it becomes possible to prevent such a situation that adversely affect other performance of the vehicle can be performed efficiently reducing vibration.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle vibration reducing device according to the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram of a vehicle vibration reducing apparatus according to a first embodiment of the present invention, and FIG. 2 is a plan view showing the installation positions of the respective vibration mounts shown in FIG.

As shown in the figure, the vehicle vibration reducing apparatus according to the present embodiment supports a G sensor g ₀ as a vibration sensor provided in the vicinity of the seat mounting portion in the lower part of the passenger compartment and a power unit P with respect to the vehicle body. Four vibration mounts a _{1 to} a
₄ and a controller C for driving the vibration mounts a _{1 to} a ₄ to vibrate. The power unit P is
A four-cylinder, four-cycle front-wheel drive horizontal engine and a trans-accelerator type automatic transmission are integrally formed, and in the present embodiment, they are generated due to a secondary component of engine rotation. Vibrations of vehicle body components and muffled noise in the passenger compartment are used as control target vibrations.

[0023] Mounting a ₁ ~a ₄ vibration four pressurized above, respectively, the first vibrating engine mount a ₁ for supporting the front end portion of the power unit P to the vehicle body, the rear end portion of the power unit P to the vehicle body A second vibrating mount a ₂ for supporting, a third vibrating mount a ₃ for supporting the left end of the power unit P in the vehicle width direction with respect to the vehicle body, and a _third vibrating mount a ₃ for supporting the right end of the power unit P in the vehicle width direction with respect to the vehicle body. The four-vibration mount a ₄ is configured to be able to excite the power unit P and the vehicle body between the power unit P and the vehicle body.

Although only one G sensor is used as the vibration sensor for simplification in the present embodiment, a plurality of G sensors are used and vibration is caused to detect muffled sound in the vehicle compartment. It is also possible to use a microphone as the sensor.

The internal structure of the controller C is shown in FIG. As shown in the figure, the controller C generates a reference signal x based on the ignition pulse signal W emitted from the ignition coil 24, and a reference signal x generated by the reference signal generating means 8. Driving means y _{1 to} y ₄ for driving the respective vibration mounts a _{1 to} a ₄
Generates a control means 6 for controlling the driving of the vibrating engine mount a ₁ ~a _4, changes the control ratio of the mount a ₁ ~a ₄ oscillating the pressure above according to the state of a predetermined factor J of the vehicle Ratio And changing means 50A.

The control means 6 passes the reference signal x and adjusts its phase and amplitude by four adaptive filters F _{1 to} F ₄ , specifically, the _first adaptive filter corresponding to the _first vibration mount a 1. Adaptive filter F ₁ , second adaptive filter F ₂ corresponding to _second excitation mount a ₂ , third adaptive filter F ₃ corresponding to _third excitation mount a ₃ , and fourth
A fourth adaptive filter F ₄ corresponding to the vibration mount a ₄ ,
Calculation processing is performed so that the detection signal e ₀ input from the G sensor g ₀ is minimized, and each of the adaptive filters F ₁ to
An arithmetic processing unit 10 for sequentially updating the system numerical value of F ₄ is provided. In this embodiment, each of the adaptive filters F _{1 to} F _{4 is used.}
Adaptive algorithms used to perform the adjustment is the LMS method, Therefore the control means 6, model the transfer characteristic H ₁ to H ₄ between the mount a ₁ ~a ₄ and the g ₀ oscillation each pressurizing the Digitalized filters H ° _{1 to} H ° ₄ are provided.

On the other hand, the ratio changing means 50A is set by the change control unit 36 for setting the control ratio of each of the vibration mounts a _{1 to} a ₄ in accordance with the state of the predetermined factor J of the vehicle, and the change control unit 34. According to the control ratio, the four attenuators 34 for attenuating the reference signals x output from the reference signal generating means 8 to the respective adaptive filters F _{1 to} F ₄ by a designated amount, and the arithmetic processing section 10 are included. . Arithmetic processing unit 10
In accordance with the control ratio set by the change control unit 36, a large amount of its processing capacity is allocated to update the coefficient of the adaptive filter corresponding to the vibration mount for which the control ratio is set high, and the frequency of the coefficient update is set. Is configured to increase. It should be noted that each attenuator 34 has a signal amount of the reference signal x input to the adaptive filter corresponding to the excitation mount having the control ratio set to 0 only when the control mount has the excitation mount set to 0. Is set to 0, and in other cases, the reference signal x is passed as it is with the signal amount output from the reference signal generating means 8.
Setting the signal amount of the reference signal x to 0 means that the signal amount of the drive signal is set to 0. Therefore, the vibration mount having the control ratio set to 0 is not driven at all.

Further, the controller C includes an amplifier 12 for amplifying the reference signal x output from the reference signal generating means 8 and an A / D converter for digitally converting the reference signal x after passing through the attenuators 34. , A D / A converter 2 for analog-converting the drive signals y _{1 to} y ₄
0, an amplifier 22 for amplifying a low-pass filter 30, the drive signals y ₁ ~y ₄ of the low-pass filter 30 after passing through filtering the respective drive signals y ₁ ~y ₄ which are analog conversion, respectively, the G sensor g ₀ An amplifier 16 for amplifying the vibration detection signal e ₀ from the low-pass filter 32, a low-pass filter 32 for filtering the amplified detection signal e ₀ , and an A / D converter 18 for digitally converting the signal e ₀ after passing through the low-pass filter 32. It is built in.

Next, the operation of changing the control ratio by the ratio changing means 50A will be described with reference to specific examples of the predetermined factor J of the vehicle.

First, a case will be described in which the predetermined factor J is the engine speed, that is, the ratio changing means 50A changes the control ratio of each of the vibration mounts a _{1 to} a ₄ according to the engine speed. FIG. 4 is a flowchart showing the control ratio changing operation according to the engine speed, and FIG. 5 is a map showing the control ratio set according to the engine speed. Note that G1, G2, etc. in FIG. 4 indicate the respective steps.

As shown in FIG. 4, first in step G1, the current engine speed N is detected based on, for example, the ignition pulse signal W, and then in step G2.
The current engine speed N is the idle speed setting speed N
It is determined whether it is ₀ (for example, 1000 [rpm]) or less. If the following, go to Step G6, and set each vibration mount a ₁ ~
Set the control ratio of a ₄ to A mode.

When the determination in step G2 is NO,
That is, when the engine speed N exceeds the idle speed, the engine speed N is 3000 [rp] in step G3.
m] or more, and if YES, it is determined in step G4 whether the engine speed N is 5000 [rpm] or less. When this determination is YES, that is, when the engine speed N is 3000 [rpm] or more and 5000 [rpm] or less, the process proceeds to step G5, and the control ratio of each vibration mount a _{1 to} a ₄ is set to the B mode. .

On the other hand, when the determination in step G3 is NO, that is, when the engine speed N is less than 3000 [rpm], the process proceeds to step G7, in which the control ratio of each vibration mount a _{1 to} a ₄ is set to C mode. When the determination in step G4 is NO, that is, when the engine speed N exceeds 5000 [rpm], the process proceeds to step G8, and the control of all the vibration mounts a _{1 to} a ₄ is stopped.

Now, each mode shown in the map of FIG. 5 will be described. As shown in the figure, in the A mode, the control ratio of the first vibration mount a ₁ is set to 1.0 and the other vibration mounts a _{2 to} a are controlled.
_In this mode, the control ratio of ₄ is set to 0. When the mode A is set, the arithmetic processing unit 10 shown in FIG. 2 focuses all of the arithmetic processing capacity on only the coefficient update of the first adaptive filter F ₁ corresponding to the first excitation mount a ₁ and other excitations. Mount a ₂
Coefficient updates of the adaptive filters F _{2 to} F ₄ corresponding to a ₄ are not performed at all. Specifically, the arithmetic processing unit 10 performs only arithmetic processing for coefficient updating (optimization) of the first adaptive filter F ₁ based on the input detection signal from the G sensor g ₀ , and the other adaptive filters F 1 ₁ The calculation processing for updating the coefficient is not performed. Therefore, the coefficient update frequency of the first adaptive filter F ₁ is greatly increased. That is, in the present embodiment, the control ratio means the total arithmetic processing capacity of the arithmetic processing unit 10.
It means the allocation rate of the ability when 0 is set. Also, other vibration mounts a _{2 to} a ₄ whose control ratio is set to 0
Drive signals y _{2 to} y ₄ are not generated because the signal amount of the reference signal x input to the corresponding adaptive filters F _{2 to} F ₄ is 0, and thus the drive signals y _{2 to} y ₄ are not driven at all.

In the B mode, the control ratio of the fourth vibration mount a ₄ is 1.0 and the control ratios of the other vibration mounts a _{1 to} a ₃ are 0.
This is the mode to set. In B mode, arithmetic processing unit 10
Applies all of the processing power only for updating the coefficient of the fourth adaptive filter F ₄ corresponding to the _fourth excitation mount a ₄ , and the adaptive filter F corresponding to the other excitation mounts a _{1 to} a _3. The coefficient update of _{1 to} F ₃ is not performed at all. Further, the first to third vibration mounts a _{1 to} a ₃ whose control ratio is set to 0 are not driven at all.

In the C mode, the first and fourth vibration mounts a ₁ ,
In this mode, the control ratio of a ₄ is set to 0.5 and the control ratios of the second and third vibration mounts a ₂ and a ₃ are set to 0.
In the C mode, the arithmetic processing unit 10 is allocated half the arithmetic processing capacity for updating the coefficients of the _first and fourth adaptive filters F ₁ and F ₄ , and the second and third adaptive filter coefficients are not updated. Further, the second and third vibrating mounts a ₂ and a ₃ whose control ratio is 0 are not driven at all.

As described above, in this example, when the engine speed is the idle speed, the control ratio of the first vibration mount a ₁ is increased, and when the engine speed is 3000 to 5000 [rpm], the fourth vibration mount is used. The control ratio of the mount a ₄ is increased. this is,
When the engine is in the idle rotation state, the rotational secondary component of the engine to be controlled is intensified as the vibration of the engine in the roll direction, so that the vibration of the engine in the roll direction is easily reduced and the vibration of the engine in the roll direction is easily input. The control ratio of the first excitation mount a ₁ arranged at the position is increased, while the engine speed is 3000 to 5000.
At [rpm], the secondary engine rotation component is strongly felt as muffled noise, so it is effective in reducing muffled noise.
This is to increase the control ratio of the vibration mount a ₄ so that the vibration can be efficiently reduced in each case.

Since the second vibration mount a ₂ is the same as the _first vibration mount a _{1 in} that it is arranged at a position where the vibration of the engine in the roll direction is easily input, the map in FIG. As shown in the manual, the control ratio of the _first vibration mount a _{1 and} the control ratio of the second vibration mount a ₂ may be set to be interchanged.

In this example, the engine speed is 5000 [rp
[m] is exceeded, the influence of vibration with a vibration source other than the power unit P (for example, the exhaust system) becomes large,
Even if the vibration mounts a _{1 to} a ₄ are controlled, the vibration reducing effect cannot be obtained so much, so the control of all the vibration mounts a _{1 to} a ₄ is stopped to prevent unnecessary power consumption. .

Next, when the predetermined factor J of the vehicle is the gear stage of the automatic transmission, that is, the ratio changing means 50A sets the control ratios of the respective vibration mounts a _{1 to} a ₄ according to the gear stage of the automatic transmission. The case of changing will be described. FIG. 6 is a flow chart showing the operation of changing the control ratio according to the shift speed of the automatic transmission, and FIG. 7 is a map showing the control ratio set according to the shift speed. Note that the flow of FIG. 6 assumes that the vehicle is traveling forward.

As is apparent from FIGS. 6 and 7, in the present example, when the gear stage of the automatic transmission is the first speed or the second speed, the control ratio of the first and second vibration mounts a ₁ and a ₂ is increased. is, third time shift stage is 3rd speed or 4th speed, the control ratio of the fourth vibration mounts a _3, a ₄ is enhanced. This is because when the shift speed is a low speed, the vibration of the vehicle body becomes a problem as the vibration to be controlled.
It is effective to reduce the vibration by increasing the control ratio of the second vibrating mounts a ₁ and a ₂ , and when the gear is a high speed gear, the muffled sound becomes a problem as the vibration to be controlled. 3rd and 4th vibrating mounts a ₃ , a which are effective for
_This is because increasing the control ratio of ₄ is effective in reducing vibration.

In the flow chart of FIG. 6, although not particularly shown when the shift speed is the neutral gear, it is possible to set the control ratio in consideration of the neutral gear as well.

Next, another case will be described in which the ratio changing means 50A changes the control ratio of each of the vibration mounts a _{1 to} a ₄ in accordance with the gear position of the automatic transmission. FIG. 8 is a flow chart showing another operation of changing the control ratio according to the shift speed of the automatic transmission, and FIG. 9 is another map showing the control ratio set according to the shift speed.

As is apparent from FIGS. 8 and 9, in this example, when the shift stage of the automatic transmission is the forward stage, the control ratio of the second vibration mount a ₂ is increased, and when the shift stage is the reverse stage. Increases the control ratio of the first vibration mount a ₁ .

This is because the power unit P is inclined rearward by the reaction force when the power unit P is driven when the shift speed is the forward speed.
Since the vibration level input from the power unit P to the second vibration mount a ₂ becomes large, the second vibration mount a ₂ arranged at a position where the vibration input level is large has a high contribution rate to the vibration reduction, and therefore 2 Vibration mount a
Increasing the control ratio of ₂ is effective in reducing vibration,
On the contrary, when the gear is in the reverse gear, the power unit P inclines forward, so the vibration level input from the power unit P to the first vibration mount a ₁ increases, so the first vibration mount a ₁ reduces vibration. For that reason, it is effective to reduce the vibration by increasing the control ratio of the first vibrating mount a ₁ .

Next, when the predetermined factor J of the vehicle is the acceleration / deceleration of the vehicle, that is, when the ratio changing means 50A changes the control ratio of each vibration mount a _{1 to} a ₄ according to the acceleration / deceleration state of the vehicle. Will be described. FIG. 10 is a flowchart showing a control ratio changing operation according to the acceleration / deceleration state of the vehicle.
Reference numeral 11 is a map showing a control ratio set according to the acceleration / deceleration state.

As is clear from FIGS. 10 and 11, in this example, the acceleration / deceleration state of the vehicle is detected by the accelerator opening degree of the vehicle, the vehicle speed, etc. (step M1), and when the vehicle is in the constant speed state, the fourth vibration is applied. The control ratio of the mount a ₄ is increased, the control ratio of the second vibration mount a ₂ is increased in the acceleration state, and the control ratio of the first vibration mount a ₁ is increased in the deceleration state. This is because when the vehicle is in an accelerating state, the power unit P tilts rearward, so that the vibration level input from the power unit P to the second vibration mount a ₂ becomes large, so that it is arranged at a position where the vibration input level is large. The 2nd vibration mount a ₂ has a high contribution to the vibration reduction, so increasing the control ratio of the second vibration mount a ₂ is effective for the vibration reduction. Therefore, it is effective to reduce the vibration by increasing the control ratio of the first excitation mount a ₁ , and the muffled noise becomes a problem in the constant speed state. 4 It is because increasing the control ratio of the vibrating mount a ₄ is effective in reducing vibration.

Next, when the predetermined factor J of the vehicle is the riding position of the occupant of the vehicle, that is, the ratio changing means 50A changes the control ratio of each vibration mount a _{1 to} a ₄ according to the riding position of the occupant. The case will be described. FIG. 12 is a flowchart showing the operation of changing the control ratio according to the passenger's riding position,
FIG. 13 is a map showing control ratios set according to the riding position. The example is based on the assumption that the vehicle is a right-hand drive vehicle.

As is clear from FIGS. 12 and 13, in the present example, when the occupant is only in the driver's seat (D seat), the distance from the D seat is short, so that the contribution ratio to the vibration reduction in the D seat is high. 4 vibration enhances the control ratio of the mount a _4, when there are passengers only on the passenger seat (P seat), the third vibrating engine mount a high contribution to vibration reduction in P seat follow distance from P seat near The control ratio of ₃ is increased to perform efficient vibration reduction control. Further, in this example, the control of all the vibration mounts a _{1 to} a ₄ is stopped when there is no occupant to prevent wasteful power consumption. If the vehicle is a steering wheel vehicle, the control ratio of the _third vibration mount a _{3 and} the control ratio of the fourth vibration mount a ₃ shown in the map of FIG. 13 may be set interchangeably.

Next, when the predetermined factor J of the vehicle is the degree of opening / closing of the doors, windows, etc. of the vehicle compartment, that is, the ratio changing means 50A determines the vibration mounts a depending on the degree of opening / closing of the doors, windows, etc. of the vehicle compartment. ₁ ~
The case of changing the control ratio of a ₄ will be described. Figure 14
FIG. 15 is a flowchart showing a control ratio changing operation according to the open / closed state of a door, a window, etc., and FIG. 15 is a map showing the control ratio set according to the open / closed state of a door, a window, etc.

As is clear from FIGS. 14 and 15, in the present example, when all the doors, windows, and roof of the passenger compartment are closed, the fourth vibrating mount a ₄ effective for reducing muffled noise is generated.
By increasing the control ratio of, the muffled noise can be efficiently reduced.When any of the door, window or roof is in the open state, the wind noise of the vehicle increases, so the muffled noise can be reduced and the noise reduction effect can be reduced. The fourth that is not obtained and is therefore wasted even if controlled
The control ratio of the vibration mount a ₄ is set to 0 to prevent wasteful consumption of electric power.

Next, when the predetermined factor J of the vehicle is the degree of the effect on the vibration reduction of the respective vibration mounts a _{1 to} a ₄ ,
That case will be described where changing the control ratio of the ratio changing means 50A is mounted a ₁ ~a ₄ vibration respective pressure according to the vibration reducing effect of the vibrating engine mount. FIG. 16 is a flowchart showing the control ratio changing operation according to the vibration reduction effect of each vibration mount.

As is clear from FIG. 16, in this example, the vibration reducing effects of the respective vibration mounts a _{1 to} a ₄ are individually judged (step Q1), and the vibration mounts having a relatively low vibration reducing effect are controlled. By lowering the ratio, the control ratio of the vibration mount having the highest vibration reduction effect is increased to efficiently reduce the vibration. As a method of determining the vibration reduction effect of each vibration mount a _{1 to} a ₄ , try temporarily suspending the control of the vibration mount whose effect you want to measure, and measure the change in the level of the controlled vibration at that time. However, there is a method of determining that the vibration mount having the highest vibration level when temporarily stopped has the highest vibration reduction effect.

Next, when the predetermined factor J of the vehicle is the voltage of the vehicle battery, that is, when the ratio changing means 50A changes the control ratios of the respective vibration mounts a _{1 to} a ₄ according to the voltage state of the battery. Will be described. FIG. 17 is a flowchart showing the control ratio changing operation according to the voltage state of the battery.

As is clear from FIG. 17, in this example, when the voltage of the battery is low, the fourth vibration mount a
Only ₄ is controlled, and the control of 3 other vibration mounts is stopped. This is because when the voltage of the battery is low, it is appropriate to reduce the power consumption as much as possible rather than forcefully reduce the vibration when considering the condition of the entire vehicle. .

As described above, according to the present embodiment, the arithmetic processing capacity of the arithmetic processing unit 10 is appropriately allocated for controlling the vibration mounts a _{1 to} a ₄ according to the state of the predetermined factor J of the vehicle. Therefore, it is possible to effectively utilize the limited arithmetic processing capacity and efficiently reduce vibration. Further, since the drive is stopped for the vibration mount that does not provide a significant vibration reduction effect even if controlled, it is possible to prevent wasteful consumption of electric power.

Next, a second embodiment of the vehicle vibration reducing apparatus according to the present invention will be described. FIG. 18 is a diagram showing the internal structure of the controller of the vehicle vibration reducing apparatus according to the second embodiment of the present invention. In the vehicle vibration reduction device according to the present embodiment, the same elements as those of the vehicle vibration reduction device according to the first embodiment are designated by the same reference numerals as those given in the first embodiment, and detailed description thereof will be given. The description is omitted. Also,
The mounting positions of the vibration mounts a _{1 to} a ₄ and the G sensor g _{0 on} the vehicle and the configuration of the power unit P in this embodiment are the same as those in the first embodiment shown in FIGS. 1 and 2.

The vehicle vibration reducing apparatus according to this embodiment differs from the first embodiment in the following points. In the first embodiment, the change control unit 36, the four attenuators 34 and the arithmetic processing unit
10 and the ratio changing means 50A is constituted by the ratio changing means 50A is the reference signal x input to the four application filter F ₁ to F factor of ₄ update frequency and the adaptive filter F ₁ to F ₄ by adjusting the amount of signal, it was to change the control ratio of the mount a ₁ ~a ₄ vibration each additive. On the other hand, in the present embodiment, the ratio changing unit 50B is configured by the change control unit 36 and the four attenuators 34, and the ratio changing unit 50B is provided for the reference signals x input to the respective adaptive filters F _{1 to} F ₄ . By adjusting the signal amount, the control ratio of each vibration mount a _{1 to} a ₄ is changed.

The case where the predetermined factor J of the vehicle is the engine speed, that is, the ratio changing means 50B changes the control ratio of each of the vibration mounts a _{1 to} a ₄ according to the engine speed will be described below. FIG. 19 is a map showing the relationship between the control ratio of each mount actuator and the engine speed.

In the present embodiment, the control target vibration generated due to the vibration of the power unit P (secondary component of the engine rotation) is in the low engine speed range (about 2500 [rpm]).
When the engine speed is in the high speed range (2500 to 6000 [rpm]), it is mainly perceived by passengers as vehicle interior noise (muffled noise). . Then, as shown in FIG. 19, when the engine speed is in the low speed range, the control ratio M of the first and second vibration mounts a ₁ and a _{2 which} is particularly effective in reducing the vehicle body vibration is high.
₁ and M ₂ are set to 1 (meaning that the damping ratio of the attenuator 34 is 0 here), while the 3rd and 4th excitation mounts a that are not very effective in reducing the vehicle body vibration ₃ ,
The control ratio M _3, M ₄ of a ₄ 0 down to near (meaning that it is 100% attenuation factor of the attenuator 34 in this case), when the engine speed is high rpm Conversely, interior noise The control ratios M ₁ and M ₂ of the first and second vibrating mounts a ₁ and a ₂ which are not so effective in reducing the noise are reduced to near 0, while the third effective in reducing the vehicle interior noise. ，
Control ratio M _3, M ₄ of the fourth vibration mounts a _3, a ₄ are 1
The map is set to. At a given engine speed, which vibration mount is effective for vibration reduction and which vibration mount is not so effective depends on the structure of the power unit and its arrangement direction (vertical installation or horizontal installation). However, the above setting method does not apply to all power units. This also applies to the other embodiments described below.

The ratio changing operation of the ratio changing means 50B will be described below. FIG. 20 is a flowchart showing the ratio changing operation of the ratio changing means. Note that S1, S2, etc. in FIG. 4 indicate each step. The meanings of the symbols shown in FIG. 4 are as follows.

R (n): Engine speed at time n [rpm] r: An array of buffer registers having (J + 1) addresses from R (0) to R (J), and each address has time n (J + 1) past engine speeds are temporarily stored, starting with r (n).

That is, R = {R (0), R (1), ..., R (J)} = {r (n), r (n-1), ..., r (nJ)} SUM, i: Variables As shown in FIG. 20, the change control unit 36, in S1 to S7, stocks the engine speed calculated from the ignition pulse signal w in each sampling cycle in the buffer register and then stocks (J + 1) The average value of the data is obtained, and the average value is set as the current engine speed. Then, control ratio M ₁ ~ of each mount actuators a ₁ ~a ₄ with respect to the engine rotational speed calculated in S8
M ₄ reads, the control ratio M ₁ ~M ₄ thus read out
Is output to each attenuator 34 in S9, and the attenuation rate of each attenuator 34 is changed and adjusted. Further, in S10 to S13, while shifting the engine speed data in the buffer register one by one, the oldest data is discarded and the process returns to S1.

As shown in FIG. 18, when the attenuation rate of the attenuator 34 is 0, the reference signal x output from the reference signal generating means 8 and input to the attenuator 34 is the same signal amount as the control means. 6 is input into the control means 6, and the adjustment is performed in the control means 6 as usual, and the drive signals y ₁ , y ₂ ,
It is output as y ₃ or y ₄ and the vibration mounts a ₁ , a
Drive ₂ , a ₃ or a ₄ as usual. On the other hand, when the attenuation rate of the attenuator 34 is close to 100%, the signal amount of the reference signal x is attenuated to near 0, and is generated based on such a reference signal x and output from the control means 6. The signal amount of the drive signals y ₁ , y ₂ , y ₃ or y ₄ is also close to 0, and thus such drive signal y
The driving amount of the vibration mounts a ₁ , a ₂ , a ₃ or a ₄ driven by ₁ , y ₂ , y ₃ or y ₄ is almost zero.

As described above, according to the vehicle vibration reducing apparatus of this embodiment, the change control unit 36 adjusts the damping rate of each attenuator 34 according to the engine speed to adjust each vibration mount a _1.
By changing and adjusting the control ratio of to a ₄ , the vibration mounts a ₁ , a ₂ , a which are not very effective for vibration reduction are
Since it is possible to reduce the amount of power consumption by reducing the driving amount of ₃ or a ₄ , it is possible to effectively use the power.

In this embodiment, the control ratio of each vibration mount a _{1 to} a ₄ is changed according to the engine speed, but the control of each vibration mount a _{1 to} a ₄ is controlled. It is also possible to change the ratio according to the engine load and the electric load of the battery. FIG. 21 is a map showing the relationship between each vibration mount and the engine load or the electric load of the battery. In the map shown in FIG. 21, the engine vibration is large when the engine load or the electric load of the battery is large, so the output is small (in the present embodiment, the first vibration mount a ₁ is higher than the other vibration mounts). 2nd not so effective in reducing vibration)
The control ratios M _{2 to} M ₄ of the fourth vibration mounts a _{2 to} a ₄ are set to be lowered.

Next, a third embodiment of the vehicle vibration reducing apparatus according to the present invention will be described. FIG. 22 is a diagram showing the internal configuration of the controller of the vehicle vibration reduction apparatus according to the third embodiment of the present invention. Incidentally, in the vehicle vibration reduction device according to the present embodiment, the same elements as those of the vehicle vibration reduction device according to each of the embodiments are given the same reference numerals as those given in each of the embodiments, and the detailed description thereof will be omitted. Omit it. Further, the mounting positions of the vibration mounts a _{1 to} a ₄ and the G sensor g _{0 to} the vehicle and the configuration of the power unit P in this embodiment are the same as those in the first embodiment shown in FIGS.

The vehicle vibration reducing apparatus according to this embodiment differs from the above-described embodiments in the following points. In each of the above-described embodiments, the control means 6 has four adaptive filters F _{1 to} F ₄ corresponding to the respective vibration mounts a _{1 to} a ₄ . On the other hand, in the present embodiment, the control means 6 has only one adaptive filter F, and the reference signal x input from the reference signal generation means 8 is adjusted by this one adaptive filter F to obtain each The drive signals y _{1 to} y ₄ of the vibration mounts a _{1 to} a ₄ are generated. That is, in this embodiment, 4
Each of the vibration mounts a _{1 to} a is selectively selected and driven independently. Therefore, the control unit 6 includes a first switch SW1 for selectively connecting the adaptive filter F and mount a ₁ ~a ₄ vibration each pressurized, mount a ₁ ~a ₄ oscillating each pressure
And a second switch SW2 which selectively connected between the transfer function H ₁ to H ₄ digital filter H ° ₁ ~H ° ₄ and the adaptive algorithm unit 10 that models the between the G sensor g ₀ and I have it. Then, these first and second switches SW
1, SW2 and the first and second depending on the engine speed
By switching the switches SW1 and SW2,
Ratio changing means 50C is configured by a change control unit 36 for driving the mount a ₁ ~a ₄ each vibration alternatively selects by.

Further, the first and second switches SW1 and SW
There are 5 contacts <1> to <5> in 2 and each vibration mount a depending on which contact <1> to <4> is connected to the contact <5>. Which of _{1 to} a ₄ is driven is determined. That is, the first and second switches SW
1 If, SW2 and contacts <1> contact <5> and is connected, mounted only a _1-vibration first pressurizing is controlled, mount a ₂ ~a ₄ vibration fourth addition of other second to the uncontrolled . Similarly, when the contact <2> and the contact <5> are connected, the second vibration mount a
₂ only, when the contact <3> and the contact <5> are connected, only the third excitation mount a ₃ is connected, and when the contact <4> and the contact <5> are connected, only the fourth excitation mount a ₄ is connected. Are controlled respectively.
Further, the switching of the first and second switches SW1 and SW2 is performed in synchronization, and the contacts to be connected are always the same between the first switch P ₁ and the second switch SW2.

The change control unit 36 includes an ignition coil 24
The engine speed is calculated on the basis of the ignition pulse signal w from and the first and second switches SW1 and SW2 are switched according to the engine speed. The change control unit 36 controls the first and second switches SW1 and SW2.
Is switched according to the map shown in FIG. Figure 23
Is a map showing the relationship between the engine speed and the switch connection mode.

As shown in FIG. 23, in the present embodiment, the engine speed is in the low vehicle speed vibration range of 2500 [rpm] or less (the control target vibration is mainly detected by the occupant as the vehicle vibration). The first vibration mount a ₁ is effective for vibration reduction, and is the first in the muffled sound range of 2500 to 3500 [rpm] in the middle and low rotation range (the range where the controlled vibration is mainly sensed by passengers as vehicle interior noise). The 4th vibration mount a ₄ is effective for vibration reduction, and further, the 3rd vibration mount a ₃ is 3500-5000 [rpm] in the middle and high rotation range, and the 2nd in the high rotation range of 5000 [rpm] or higher.
The map is set such that the vibration mount a ₂ is effective for vibration reduction. Based on this map, the adjusting means 36 responds to changes in the engine speed by making the first and second adjustments.
The vibration mounts a _{1 to} a ₄ are selected by switching the switches SW1 and SW2. Mount a _1-vibration selected pressure, a _2, a ₃ or a ₄ is controlled as usual is carried out to drive, mount a ₁ vibrating unselected,
a _2, a ₃ or a _4, the control ratio it means that is zero, no completely driven while not selected.

As described above, according to the vehicle vibration reducing apparatus of the present embodiment, the change control unit 36 switches the first and second switches SW1 and SW2 in accordance with the engine speed to make each vibration mount a. By selectively selecting _{1 to} a ₄ , the vibration mount a that is not very effective for vibration reduction
_Since the drive amount can be reduced by setting the control ratio of ₁ , a ₂ , a ₃ or a ₄ to zero, the electric power can be effectively used. Further, each of the vibration mounts a _{1 to} a ₄ is independently controlled when each is effective in reducing vibration, so that the calculation processing capacity of the calculation processing unit 10 can be effectively utilized.

Next, a fourth embodiment of the vehicle vibration reducing apparatus according to the present invention will be described. 24 is a schematic configuration diagram of a vehicle vibration reducing device according to a third embodiment of the present invention, and FIG. 25 is FIG.
It is a figure which shows the internal structure of the controller shown in FIG. In addition,
In the vehicle vibration reducing apparatus according to the present embodiment, the same elements as those of the vehicle vibration reducing apparatus according to each of the above-described embodiments are denoted by the same reference numerals as those given in each of the above-described embodiments, and detailed description thereof will be omitted. .

The vehicle vibration reducing apparatus according to this embodiment differs from the above-described embodiments in the following points. In each of the above-described embodiments, only one G sensor g ₀ is provided as a vibration detection sensor, but as shown in FIG. 24, in the present embodiment, four G sensors g _{1 to} g ₄ are applied to each vibration. The mounts a _{1 to} a ₄ are provided at the mounting portion, that is, at the mounting portion of the power unit P to the vehicle body. Further, as shown in FIG. 25, in the control means 6, as in the third embodiment, each vibration mount a ₁
To a ₄ for selectively selecting the first switch SW1
If,-option digital filter H ° ₁ ~H ° ₄ models the transfer function H ₁ to H ₄ between each G sensor g ₁ to g ₄ corresponding to mount a ₁ ~a ₄ vibration respective pressure thereto A second switch SW2 for one-time selection is provided. Further, in this embodiment, the third switch SW3 for inputting the arithmetic processing section 10 a vibration detection signal e ₁ to e ₄ from the G sensor g ₁ to g ₄ alternatively selects by the control means 6 It is provided inside.

The first to third switches SW1 to SW3 are provided with five contacts <1> to <5>, and <1>
Depending on which contact from <4> to <5> is connected,
Each vibration mount a _{1 to} a ₄ and each G sensor g _{1 to} g ₄
Which of these will be selected is determined. Each switch SW1
Switching of SW3 is performed synchronously, and the contacts to be connected are always the same among the first to third switches SW1 to SW3. FIG. 26 shows which vibration mount and G sensor are selected when which contact is connected. FIG. 26 is a map showing the correspondence relationship between the connection method of the contacts of each switch and each vibration mount and G sensor selected.

As shown in FIG. 26, in the connection mode (1), the contact <1> and the contact <5> are connected, and the first vibration mount a ₁
And the first G sensor g ₁ is selected. Connection mode (2)
At, the contact <2> and the contact <5> are connected, and the second vibration mount a ₂ and the second G sensor g ₂ are selected. Similarly, in the connection mode (3), the contact <3> and the contact <5> are connected to select the third excitation mount a ₃ and the third G sensor g ₃ , and in the connection mode (4), the contact <4 > And the contact <5> are connected to each other, and the fourth vibration mount a ₄ and the fourth G sensor g ₄ are connected.
Is selected.

In this embodiment, the first to third switches S are
Ratio changing means 50 by W1 to SW3 and the change control unit 36
D is configured, and the change control unit 36 uses the switches SW1 to SW
By exchanging _No. 3, each vibration mount a ₁ ~ a
₄ and each of the G sensors g _{1 to} g ₄ are alternatively selected.
The switch switching operation by the change control unit 36 will be described below. FIG. 27 is a flow chart showing the switch changing operation by the change control unit. Note that T1, T in FIG.
2 and the like indicate each step. Further, the meanings of the symbols used in FIG. 27 are as follows.

SW: Connection mode of each switch g _i (n) (i = 1, 2, 3, 4): G sensor g at time n
Vibration detection signals of _i a _I , g _I : each mount and G sensor currently controlled G _i : G _i (0) to G _i (J) of buffer register having (J + 1) addresses In the array, at each address, the vibration detection signal g _i (n) from the current G sensor g _i starts at (J
+1) Absolute value of magnitude of past vibration detection signals | g
_{i (n) | ~ | g} i (nJ) | is temporarily stored.

That is, G _i = {G _i (0), G _i (1),
…, G _i (J)} = {| g _i (n) |, | g _i (n-1) |,
_{..., | g i (nJ)} |} (i = 1,2,3,4) A i: g i (n) absolute value of the average value of _{~g i (nJ) M: A} i (i = 1, 2, 3, 4, i = maximum value of i): predetermined threshold value As shown in FIG. 27, the change control unit 36 includes three control units currently not controlled in T1 to T11. The data of (J + 1) absolute values of the vibration detection signals from the three G sensors paired with the vibration mount are stocked in the buffer register, and the average value is obtained. Next, in T12 to T17, the maximum value A _M of the three average values is obtained, and in T18, it is determined whether or not it is larger than a predetermined threshold value L. Y if large
Follow ES to T19, where connection mode SW
Is updated so that the vibration mount paired with the G sensor that outputs the vibration detection signal exceeding the predetermined threshold value L is controlled, and each of the switches SW1 to SW3 is changed according to its connection mode SW. Switch. If it is determined to be small at T18, the connection mode SW is not updated, and therefore the switches SW1 to SW3 are not switched. The vibration control unit 36 selects the vibration mounts a ₁ , a ₂ , a selected by switching the switches SW1 to SW3.
₃ or a ₄ is controlled and driven as usual, but the unselected vibration mounts a ₁ , a ₂ , a ₃ or a ₄ have zero control ratio and are not driven at all when not selected. .

As described above, according to the vehicle vibration reducing apparatus of this embodiment, the change control unit 36 causes the G sensors g _{1 to} g to be changed.
The magnitude of the vibration detection signal of ₄ , that is, the power unit P
By selectively selecting each of the vibration mounts a _{1 to} a ₄ according to the magnitude of the vibration input from the
The drive amount is set by setting the control ratio of the vibration mounts a ₁ , a ₂ , a ₃ or a ₄ which is provided in the support portion where the magnitude of the vibration input from the power unit P is small and is therefore not very effective for vibration reduction to zero. Since it can be reduced, effective use of electric power can be achieved. Further, similarly to the third embodiment, each of the vibration mounts a _{1 to} a ₄ is independently controlled when each of them is effective in reducing vibration, so that the calculation processing capacity of the calculation processing unit 10 is effectively utilized. can do.

Although the embodiment of the vehicle vibration reducing apparatus according to the present invention has been described above, the present invention is not limited to the mode of the embodiment, and for example, the vehicle vibration reducing apparatus using no optimization method. It is possible to make various changes such as applying to.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a vehicle vibration reduction device according to a first embodiment of the present invention.

FIG. 2 is a plan view showing the installation position of each vibration mount shown in FIG.

FIG. 3 is a diagram showing an internal configuration of the controller shown in FIG.

FIG. 4 is a flowchart showing a control ratio changing operation according to an engine speed.

FIG. 5 is a map showing control ratios set according to engine speed.

FIG. 6 is a flowchart showing an operation of changing the control ratio according to the shift speed of the automatic transmission.

FIG. 7 is a map showing control ratios set according to gears.

FIG. 8 is a flowchart showing another operation of changing the control ratio according to the shift speed of the automatic transmission.

FIG. 9 is another map showing control ratios set according to gears.

FIG. 10 is a flowchart showing a control ratio changing operation according to the acceleration / deceleration state of the vehicle.

FIG. 11 is a map showing a control ratio set according to an acceleration / deceleration state.

FIG. 12 is a flowchart showing an operation of changing a control ratio according to an occupant's riding position.

FIG. 13 is a map showing control ratios set according to occupant positions.

FIG. 14 is a flowchart showing an operation of changing the control ratio according to the opening / closing state of the doors and windows of the passenger compartment.

FIG. 15 is a map showing control ratios set according to open / closed states of doors, windows, etc.

FIG. 16 is a flowchart showing a control ratio changing operation according to a vibration reduction effect of each vibration mount.

FIG. 17 is a flowchart showing a control ratio changing operation according to a battery voltage state.

FIG. 18 is a diagram showing an internal configuration of a controller of a vehicle vibration reduction device according to a second embodiment of the present invention.

FIG. 19 is a map showing the relationship between the control ratio of each vibration mount and the engine speed in the second embodiment.

FIG. 20 is a flowchart showing a control ratio changing operation according to the engine speed in the second embodiment.

FIG. 21 is a map showing the relationship between each vibration mount and the engine load or the electric load of the battery in the second embodiment.

FIG. 22 is a diagram showing an internal configuration of a controller of a vehicle vibration reduction device according to a third embodiment of the present invention.

FIG. 23 is a map showing the relationship between the engine speed and the switch connection mode in the third embodiment.

FIG. 24 is a schematic configuration diagram of a vehicle vibration reduction device according to a fourth embodiment of the present invention.

FIG. 25 is a diagram showing the internal configuration of the controller shown in FIG. 24.

FIG. 26 is a map showing a correspondence relationship between a contact connecting method of each switch and a selected vibration mount and G sensor in the fourth embodiment.

FIG. 27 is a flowchart showing the control ratio changing operation according to the engine speed in the fourth embodiment.

FIG. 28 is a schematic configuration diagram of a conventional vehicle vibration reduction device.

[Explanation of symbols]

6 control means 10 arithmetic processing section 34 attenuator 36 change control section 50A, 50B, 50C, 50D ratio changing means a _{1 to} a ₄ vibration mount g _{0 to} g ₄ G sensor x reference signal y _{1 to} y _i drive signal F , F _{1 to} F _i Adaptive filter P Power unit SW1 to SW3 switch

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

Claims (11)

[Claims] 1. A plurality of vibrating mounts for supporting a power unit of a vehicle with respect to a vehicle body, and each of the vibration control mounts so as to reduce control target vibration generated in a predetermined vibration element of the vehicle due to vibration of the power unit. Vibration reduction of a vehicle, comprising: control means for driving the vibration mount to vibrate, and ratio changing means for changing a control ratio of each of the vibration mounts according to a state of a predetermined factor of the vehicle. apparatus. 2. The vibration reducing device for a vehicle according to claim 1, wherein the ratio changing unit increases a control ratio of the vibration mount having a high contribution rate to the reduction of the control target vibration. 3. The vehicle vibration reduction device according to claim 1, wherein the predetermined factor is a rotational speed of an engine of the vehicle. 4. The vehicle vibration reduction device according to claim 2, wherein the predetermined factor is a rotational speed of an engine of the vehicle. 5. The vibration reducing device for a vehicle according to claim 4, wherein the controlled vibration is a muffled noise generated in the vehicle interior of the vehicle. 6. The vibration mount having a high contribution rate is arranged at a position where vibration in the roll direction of the engine is easily input when the rotation speed of the engine is an idle rotation speed. The vibration reduction device for a vehicle according to claim 4. 7. The vibration reduction device for a vehicle according to claim 1, wherein the predetermined factor is a gear position of a transmission of the vehicle. 8. The vibration reducing device for a vehicle according to claim 1, wherein the predetermined factor is an acceleration / deceleration of the vehicle. 9. The vibration reducing device for a vehicle according to claim 1, wherein the predetermined factor is a riding position of an occupant of the vehicle. 10. The vibration reducing device for a vehicle according to claim 1, wherein the predetermined factor is an opening / closing degree of a window of the vehicle. 11. The vehicle vibration reducing device according to claim 1, wherein the predetermined factor is a voltage of a battery of the vehicle.