JPH0672159A - Vibration reducing device for vehicle - Google Patents

Abstract

PURPOSE:To construct a vibration reducing device in a vehicle with an automatic transmission in such a way as to perform optimum vibration decrease according to the shift state of the automatic transmission. CONSTITUTION:A control means receives a reference signal, based on vibration, from a power unit, and generates a driving signal in such a way as to reduce the vibration of a vehicle and performs the driving control of an actuator. This control means is provided with a driving signal correcting means for correcting the driving signal on the basis of the shift state of an automatic transmission. Optimum vibration decrease is attained by thus correcting the driving signal by the driving signal correcting means according to the shift state of the automatic transmission.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vibration reducing device for a vehicle, and more particularly, it is equipped with an actuator for exciting the vehicle.
The present invention relates to an improvement of a vehicle that reduces the vehicle vibration by exciting the vehicle with the same amplitude in a phase opposite to the vehicle vibration.

[0002]

2. Description of the Related Art Conventionally, as a vibration reduction device for a vehicle of this type, as disclosed in, for example, JP-A-61-220926, a vibration exciter mounted on a vehicle body for vibrating the vehicle is provided.
The exciter is controlled so as to give the vehicle a vibration having a phase opposite to the phase of the vehicle vibration, and when the amplitude of the vehicle vibration is large, the gain of the excitation signal output to the exciter is increased. It is known that the vibration of the vehicle is effectively reduced by setting the amplitude of the vibration added by the vibration exciter to be substantially the same as the vibration of the vehicle.

[0003]

In a vehicle equipped with an automatic transmission, it is known that the vibration state of the vehicle varies depending on the range position. In consideration of this point, there is a vibration reducing device as disclosed in Japanese Utility Model Laid-Open No. 61-1741. This vibration reduction device reduces the vibration of the vehicle by driving the vibration exciter when the transmission is in the N range, that is, during idle operation in which vibration is particularly concerned.

However, the vibration of the vehicle is generated even when the transmission is in the D range state, and the vibration generation state varies depending on the gear stage and the like. In other words, the vibration generation state of the vehicle depends on a predetermined state of the automatic transmission (hereinafter referred to as "shift state") such as what speed the transmission is in, and whether the transmission is in the middle of a shift. , Different. The inventors of the present invention have paid attention to this point and considered controlling vibration in accordance with various shift states of the automatic transmission.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle equipped with an automatic transmission, which is capable of optimal vibration reduction in accordance with a shift state of the automatic transmission. To provide a reduction device.

[0006]

A vibration reduction device for a vehicle according to the present invention is provided in a vehicle equipped with an automatic transmission, and an actuator for vibrating a specific vibration element and a reference based on vibration emitted from a power unit. A signal is received, and based on the reference signal, to vibrate the vibrating element in the opposite phase and the same amplitude as the vibration of the vibrating element,
A vibration reduction device for a vehicle, comprising: a control unit that transmits a drive signal to the actuator to control the drive of the actuator, wherein the control unit corrects the drive signal based on a shift state of the automatic transmission. A drive signal correction means is provided.

The power unit means an engine, a transmission, etc.

The above-mentioned shift state means a predetermined state of the automatic transmission that affects the vibration state of the vehicle, and specifically includes a shift stage of the automatic transmission, a shift timing, and a lockup mechanism. In that case, a lockup state can be mentioned.

FIG. 1 shows a schematic structure of a vehicle vibration reducing device according to a first aspect of the present invention.

As a concrete mode of the vehicle vibration reducing apparatus according to the present invention, in the vehicle vibration reducing apparatus according to claim 2, the shift state is a shift stage of the automatic transmission, and the drive signal correcting means is It is characterized in that the drive signal is corrected by increasing the control response as the shift speed is lower.

The control responsiveness means the followability of the vibration reduction control with respect to changes in the vibration state of the vehicle.
That is, increasing the control responsiveness means that the vibration can be reduced promptly in response to changes in the vibration state of the vehicle.

According to a third aspect of the present invention, there is provided a vibration reducing device for a vehicle, wherein the shift state is a shift stage of the automatic transmission, and the drive signal correcting means determines the reference signal based on the speed of the shift stage. Is configured to correct the drive signal.

According to a fourth aspect of the present invention, there is provided a vibration reducing device for a vehicle, wherein a vibration sensor for detecting vibration at the predetermined position is provided at a predetermined position of the vehicle, and the control means vibrates from the vibration sensor. An adaptive mechanism having a convergence coefficient calculation circuit to which a signal is input is provided, the shift state is a shift stage of the automatic transmission, and the drive signal correction means is the shift stage. It is characterized in that the driving signal is corrected by changing the convergence coefficient in the convergence coefficient calculation circuit based on the above.

According to a fifth aspect of the present invention, there is provided a vibration reducing device for a vehicle, wherein the shift state is a lockup state of the automatic transmission, and the drive signal correcting means locks up when the automatic transmission is in a lockup engagement state. It is characterized in that the drive signal is corrected so that the control responsiveness is higher than that in the release state.

According to a sixth aspect of the present invention, there is provided a vibration reducing apparatus for a vehicle, wherein the shift state is a shift timing of the automatic transmission, and the drive signal correcting means makes a control response from the start of the shift of the automatic transmission to the completion of the shift. Is lower than usual, and the drive response is corrected by temporarily increasing control responsiveness over a predetermined period after completion of gear shifting.

According to a seventh aspect of the present invention, there is provided a vehicle vibration reducing device, wherein the shift state is a shift timing of the automatic transmission, and the drive signal correcting means is in a lower speed stage than in a high speed stage of the automatic transmission. A vehicle vibration reduction device, which is configured to correct the drive signal so as to enhance control responsiveness during a gear shift.

According to another aspect of the invention, there is provided a vibration reducing device for a vehicle, wherein the shift state is a shift timing of the automatic transmission, and the drive signal correcting means responds when the automatic transmission is downshifted rather than when upshifted. It is characterized in that it is configured to correct the drive signal so as to improve the property.

According to a ninth aspect of the present invention, there is provided a vehicle vibration reducing apparatus, wherein the shift state is a plurality of control areas set on a shift map of the automatic transmission, and the drive signal correcting means changes the vehicle state to the shift range. It is characterized in that the drive signal is corrected based on which of the control areas set on the map.

The vehicle state means the vehicle state which is a control factor of the shift map. For example, if the shift map uses the vehicle speed and the throttle valve opening as control factors, the vehicle speed and the throttle valve opening state correspond to the vehicle state.

According to a tenth aspect of the present invention, there is provided a vehicle vibration reducing device, wherein the control means comprises an adaptive filter to which the reference signal is input, and the drive signal correction means includes a shift stage of the automatic transmission. When the vibration of the power unit is constant and stable, the number of taps of the adaptive filter is increased to correct the drive signal.

The vibration reducing apparatus for a vehicle according to claims 4 and 10 of the present invention is an application of the present invention to a vibration reducing apparatus provided with an adaptive algorithm such as so-called LMS.

[0022]

With the above structure, the vibration reducing device for a vehicle according to the present invention has the following effects.

According to the vehicle vibration reducing device of the first aspect,
The control means receives the reference signal based on the vibration generated from the power unit, and the control means drives the actuator based on the reference signal so as to excite the vibrating element in a phase opposite to the vibration of the vibrating element and having the same amplitude. Is transmitted to drive and control this actuator. At this time, the drive signal correction means provided in the control means corrects the drive signal based on the shift state of the automatic transmission. Therefore, it becomes possible for the actuator to perform optimum vibration reduction according to the shift state of the automatic transmission.

According to another aspect of the vehicle vibration reducing device of the present invention,
The drive signal correction means corrects the drive signal by increasing the control response as the shift speed of the automatic transmission is lower. This is because the rotation speed of the gear changes more greatly when the gear position of the automatic transmission is lower, and thus the vibration state of the vehicle is likely to change. Even under a low speed state in which the vibration state is likely to change, it is possible to quickly respond to the change in vibration, and it is possible to perform good vibration reduction according to the shift stage of the automatic transmission.

In the vibration reducing device for a vehicle according to claim 5,
The drive signal correction means corrects the drive signal by increasing the control response when the automatic transmission is in the lockup engagement state (including the semi-engagement state) as compared with when the automatic transmission is in the lockup release state. This is because the vibration state of the vehicle is more likely to change when the automatic transmission is in the lock-up engagement state than when the automatic transmission is in the lock-up release state. Even under the lock-up engagement state in which the vibration state is likely to change, it is possible to promptly respond to the change in vibration, and it is possible to perform good vibration reduction according to the lock-up state of the automatic transmission.

In the vibration reducing device for a vehicle according to claim 6,
The drive signal correcting means lowers the control responsiveness from the normal until the completion of the shift after the start of the shift of the automatic transmission, and temporarily increases the control responsiveness from the normal for a predetermined period after the completion of the shift,
Correct the drive signal. The reason why the control response is lower than usual after the shift is completed until the shift is completed is that the vibration state temporarily changes greatly during a shift, but since this change is temporary, such a temporary vibration change However, if the control response is increased to reduce the vibration, the vibration cannot be reduced satisfactorily when the change in the vibration becomes stable after the shift is completed. This is because it is difficult to respond to changes in the vibration state. Further, the reason why the control responsiveness is temporarily made higher than usual after the completion of the shift is to enable the stable vibration to be quickly reduced when the change state of the vibration after the completion of the shift is stable. By doing so, it is possible to perform stable vibration reduction without being affected by the state of vibration change during gear shifting.

In the vibration reducing device for a vehicle according to claim 7,
The drive signal correction means corrects the drive signal by enhancing the control responsiveness at the time of shifting at the low speed stage than at the time of shifting at the high speed stage of the automatic transmission. This is to cope with the fact that the vibration state is more likely to change at the time of shifting at the low speed stage than at the time of shifting at the high speed stage, so that the vibration state is easily changed. It is possible to quickly respond to a change in vibration even at the time of gear shift, and to perform good vibration reduction according to the shift timing of the automatic transmission.

In the vibration reducing device for a vehicle according to claim 8,
The drive signal correction means corrects the drive signal by increasing the control responsiveness when the automatic transmission is downshifted rather than when it is upshifted. This is because the torque deviation during shift down is larger than that during shift up, so that it is possible to deal with the case where the vibration state is likely to change. It is possible to quickly respond to a change in vibration and to perform good vibration reduction according to the shift timing of the automatic transmission.

In the vibration reducing device for a vehicle according to claim 9,
The drive signal correction means determines whether the vehicle state (for example, the throttle valve opening and the vehicle speed), which is the control factor of the shift stage in the shift map, is in any of the plurality of control regions set on the shift map. Based on this, the drive signal is corrected. This means, for example, if we consider two arbitrary states,
In these two states, even if the gear stages of the automatic transmission are the same, the shift states are different from each other because the control factors such as the throttle valve opening and the vehicle speed are different. Even if the gears are different, or even if the gears are different, the shift states are considered to be the same because the control factor states are in the same region, and therefore the vehicle vibration states are similar. This is because it is possible to perform good vibration reduction according to the control factors such as throttle valve opening and vehicle speed without being restricted to the gears of the automatic transmission. Become.

According to the vehicle vibration reducing device of claim 10,
The drive signal correction means corrects the drive signal by increasing and changing the number of taps of the adaptive filter when the speed of the automatic transmission is constant and the vibration of the power unit is stable. This is because when the gear position is constant and the vibration of the power unit is stable, the vibration state of the vehicle due to the vibration of the power unit is also stable, and in such a state vibration reduction is more effective than enhancement of control response. This is because it is desirable to improve the performance. By increasing and changing the number of taps of the adaptive filter, the vibration reduction performance can be improved, and good vibration reduction can be performed.

[0031]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings starting from FIG.

(First Embodiment) First, a first embodiment of the present invention will be described. FIG. 2 is a diagram showing an overall schematic configuration of a vehicle provided with a vehicle vibration reducing device according to a first embodiment of the present invention. In FIG. 2, 1 is a vehicle body and 2 is a hood of the vehicle body 1.
An engine as a power unit disposed in an engine room 1b below 1a, the engine 2 being elastically supported by the vehicle body 1 via a mount 3 and a support bracket 4 that elastically support the lower portion thereof, and the engine 2 and The vehicle body 1 and the like constitute the entire vehicle.

Further, the present vehicle is provided with an automatic transmission (not shown) as a transmission, and the automatic transmission is controlled in its shift state based on a shift map as shown in FIG. There is. This shift map will be described. A solid line indicates a shift boundary line during upshifting, a broken line indicates a shift boundary line during downshifting, and a dashed line indicates a shift from a lockup released state to a lockup engaged state. A switching boundary line when performing the lock-up operation, and what is indicated by a chain double-dashed line is a switching boundary line when shifting from the lock-up engaged state to the lock-up released state. Also,
In the automatic transmission of this example, the lockup state can be set to the semi-engaged state when the load is low and the vehicle speed is low.

As shown in FIG. 4, the mount 3 has a function as an actuator for vibrating the engine 2 as a vibration source. That is, the mount 3 shown in the figure includes a casing 3b in which an insertion rod 3a to which a lower end portion of the engine 2 is fixed is arranged in an upper end portion, and a hollow cone-shaped support rubber in which an outer peripheral end is fixed to a lower end portion of the casing 3b. 3c and a supporting portion 3d to which the inner peripheral end of the supporting rubber 3c is fixed, and the insertion rod 3e provided at the lower end of the supporting portion 3d is the vehicle body 1
Fixed to.

A main liquid chamber 3f is formed in the casing 3b, and a sub liquid chamber 3h partitioned by a diaphragm 3g is formed below the support rubber 3c. Between the main liquid chamber 3f and the sub liquid chamber 3h, a small-diameter orifice 3i formed on the side of the support rubber 3c is formed, and the fluid between the main liquid chamber 3f and the sub liquid chamber 3h is made into the orifice 3i. It is a configuration in which they are distributed through each other. Further, in the casing 3b, a vibrating plate 3j forming the upper surface of the main liquid chamber 3f is arranged slidably up and down the inner peripheral surface of the casing 3b via a rubber 3k, and the vibrating plate 3j A permanent magnet 3m and an electromagnetic coil 3n for sliding the vibrating plate 3j up and down are arranged above the main liquid chamber by vibrating the vibrating plate 3j up and down by the permanent magnet 3m and the electromagnetic coil 3n. By changing the volume of 3f, the main liquid chamber 3f and the sub liquid chamber
By repeating the flow of the fluid through the orifice 3i with the 3h, the support rubber 3c is vibrated up and down, as a result,
It is configured to generate an exciting force.

Further, in FIG. 2, reference numeral 7 denotes an acceleration sensor as a vibration sensor which is arranged near the left front wheel of the vehicle body 1 and detects the vibration of the vehicle by the vertical acceleration of the vehicle body 1. The detection signal is input to the controller 8, and the controller 8 vibrates and controls the engine mount 3 based on the vertical acceleration signal detected by the acceleration sensor 7 to vertically vibrate the engine 2. This is a configuration for reducing the vibration of the vehicle body as a specific vibration element.

Next, FIG. 5 shows a block configuration of the vehicle vibration reduction control by the controller 8. In the figure, 10 is an engine rotation cycle measurement circuit for measuring the cycle of engine rotation based on the ignition signal of the air-fuel mixture in the engine 2, and 11 is based on the cycle of engine rotation measured by the cycle measurement circuit 10. It is a reference signal generator that generates a reference signal R related to the vibration of the engine 2.
Further, 12 is an amplifier that amplifies an acceleration signal as a vibration signal from the acceleration sensor 7 by a set gain G2, 13 is a low-pass filter that filters low-frequency components of the acceleration signal amplified by the amplifier 12, and 14 is the low-pass filter. An A / D converter for converting the acceleration signal filtered by the filter 13 from an analog value to a digital value, 15 receives the acceleration signal S from the A / D converter 14, and the engine based on the acceleration signal S Excitation signal A as a drive signal for controlling the excitation of the mount 3
Is an excitation signal generator for generating. Further, 17 is a D / A converter for converting the excitation signal A generated by the excitation signal generator 15 from a digital value to an analog value, and 18 is a excitation signal from the D / A converter 17. A low-pass filter that filters low-frequency components, 19 is an amplifier that amplifies the excitation signal filtered by the low-pass filter 18 by a set gain G1, and the excitation signal amplified by the amplifier 19 is the engine mount 3
Is output to.

The excitation signal generator 15 uses the least squares method (Least Mean S) as an algorithm for generating the excitation signal.
The quare method (= LMS) matching algorithm is used. FIG. 6 shows the internal structure of the excitation signal generator 15 using the least squares adaptive algorithm. In the figure, reference numeral 20 indicates that after the excitation signal A is output from the excitation signal generator 15, the mount 3 is controlled by the excitation signal A.
As a result, there is a change in the vehicle vibration, and a digital filter that models the transfer characteristic H until the change in the vehicle vibration is detected by the acceleration sensor 7 and the acceleration signal S is input to the excitation signal generator 15. Is a convergence coefficient calculation circuit for calculating a convergence coefficient α for rewriting the filter coefficient according to the acceleration signal S from the acceleration sensor 7, 22 is a multiplier for multiplying the reference signal R by the transfer characteristic H and the convergence coefficient α, The reference numeral 23 is an adaptive filter that outputs the excitation signal A having the same amplitude as that of the reference signal in the opposite phase based on the updated filter coefficient for each output of the multiplier 22 based on its output value. It is a filter. Therefore, the excitation signal generator 15 receives the acceleration signal S from the acceleration sensor 7, updates the filter coefficient of the adaptive filter 23 based on the acceleration signal S and the convergence coefficient, and appropriately adjusts the excitation signal A, The control means 24 is configured to drive and control the engine mount 3 with the excitation signal A so that the phase and amplitude of the vibration applied to the vehicle have the same amplitude as the vibration of the engine 2 in the opposite phase to the vibration of the vehicle. I am configuring.

As a characteristic feature of this embodiment, the excitation signal generator 15 is provided with a correction filter 30. The correction filter 30 is adapted to receive the reference signal, and the adaptive filter 23
And the digital filter 20 is connected. And
The correction filter 30 has its filter coefficient changed based on the shift map of the automatic transmission described above. In other words, this correction filter 30
The valve opening, the vehicle speed, and the AT oil pressure are input, and the signal of the AT control device 25 that controls the automatic transmission is transmitted through the adjusting mechanism 26 so that the filter coefficient is changed based on the signal from the adjusting mechanism 26. It has become. In this way, the correction filter 30 and the adjustment mechanism 26 constitute the drive signal correction means 35 in the present invention.

Next, the procedure of the filter coefficient changing operation of the correction filter 30 in the controller 8 will be described with reference to the flowchart of FIG. First, after starting, in step S1, the automatic shift map determined by detecting the throttle valve opening and the vehicle speed as shown in FIG. 3 is read. Then, in step S2, the filter coefficient corresponding to the current operating state is calculated from the memory map 1 shown in FIG. 8 and the memory map 2 shown in FIG. Explaining each memory map, the memory map 1 is for calculating the filter coefficient according to the gear stage and the lockup state of the automatic transmission, as shown in FIG. That is for calculating the filter coefficients in response to the shift timing, for example, gear position filter coefficients when the lockup state is calculated for F _L2 at the second speed, also the lock-up release gear stage at fourth speed In the state, the filter coefficient is calculated in F ₀₄ . Further, in the lockup engaged state and the lockup semi-engaged state, the torque deviation is larger than that in the lockup released state, and the vibration state generated from the engine 2 changes greatly. In order to improve the control response in the lock-up / half-engaged state, F _0n , F _Sn , _FLn (n = 1,2,
The gain is set to gradually increase in the order of 3,4) so that optimal vibration reduction can be performed according to the lockup state. On the other hand, as shown in FIG. 9, the memory map 2 is designed to calculate the filter coefficient according to the shift state when the automatic transmission shifts. For example, the automatic transmission has the first speed to the second speed. When upshifting to, the filter coefficient of the correction filter 30 is set to F _12, and when the automatic transmission shifts up from 3rd speed to 4th speed, the filter coefficient of the correction filter 30 is set to F _34. ing. In addition, when the shift changes in the low speed stage, the torque deviation is larger than that in the shift change in the high speed stage.
In order to improve the control responsiveness during the shift change in the low speed stage than in the shift change in the high speed stage, F ₃₄ , F ₂₃ , F
_The gain is set to gradually increase in the order of ₁₂ , so that optimal vibration reduction according to vibration can be performed. More specifically, in the case of this example, since the shift change involves a delay in the operation of the hydraulic circuit in the automatic transmission, the delay time is taken into consideration and the time for changing the filter coefficient of the correction filter 30 is set. There is. In this way, the filter coefficient is determined based on the memory map 1 during non-shifting and based on the memory map 2 during shifting, and the calculated filter coefficient is set as the filter coefficient of the correction filter 30 in step S3. Will be returned. In this way, when the filter coefficient of the correction filter 30 is changed, the reference signal is also corrected accordingly, and the corrected reference signal is applied to the adaptive filter 23.
In this case, it is transmitted as a drive signal to the engine mount 3. That is, this drive signal is corrected in accordance with the change of the filter coefficient of the correction filter 30, and thus the drive signal is changed by changing the filter coefficient of the correction filter 30 according to the shift state based on the shift map. It is configured to be corrected.

As described above, according to the configuration of this example, the reference signal is corrected in advance by the correction filter 30 based on the shift map.
Since the drive signal can be corrected according to the gear position, the lockup state, and the gear shift state at the time of gear shifting, the vibration of the vehicle body can be corrected according to the gear stage, the lockup state, and the gear shift state. As a result, the engine mount 3 can be optimally reduced, and the vibration of the vehicle body can be efficiently reduced. As a result, the quietness of the vehicle is improved.

(Second Embodiment) Next, a second embodiment of the present invention will be described. The first embodiment described above is a correction filter.
Although the filter coefficient of 30 was changed, in this example,
Instead, the convergence coefficient of the convergence coefficient calculation circuit 21 is changed based on the shift map.

The procedure for changing the convergence coefficient will be described below.
Description will be given based on 10 flowcharts. After the start, in step S11, the automatic shift map determined by detecting the throttle valve opening and the vehicle speed is read. Then, in step S12, it is determined whether or not a shift is in progress. If YES at the time of shifting, the timer T1 is set at step S13.
Is reset, and in step S14, the convergence coefficient corresponding to the current operating state is calculated from the memory map shown in FIG. In this memory map, as shown in FIG. 11, the amount of change in the convergence coefficient differs depending on whether the automatic transmission is upshifting or downshifting. Specifically, when shifting up, the initial value α ₀ of the convergence coefficient is set to
The convergence coefficient is reduced by multiplying by 0.5, while the initial value α ₀ of the convergence coefficient is multiplied by 2 to increase the convergence coefficient at the time of downshifting. The reason is that during downshifting, the torque deviation is greater than during upshifting, so the control response during downshifting is improved, and the convergence time during downshifting is shortened. . In this way, after the convergence coefficient is determined by the memory map, in step S15,
The calculated convergence coefficient is set as the convergence coefficient of the convergence coefficient calculation circuit 21, and the process proceeds to step S16. After that, the convergence coefficient based on the memory map is set until the timer times out in steps S16 and 17, and when the timer times out, the convergence coefficient is returned to the initial value α ₀ in step S18 and the process returns. To do.

As described above, according to the structure of this example, the convergence coefficient can be changed based on the shift map, so that the convergence time can be shortened. It can be reduced, and as a result, the quietness of the vehicle is improved.

(Third Embodiment) Next, a third embodiment of the present invention will be described. In this example, the convergence coefficient is changed according to the shift change state of the automatic transmission.
That is, the convergence coefficient is changed based on the memory map shown in FIG. Specifically, when the automatic transmission shifts up from the first speed to the second speed, the initial value α ₀ of the convergence coefficient is multiplied by 2, and when shifting up from the second speed to the third speed, the initial value of the convergence coefficient is increased. When the value α ₀ is multiplied by 1.5 to shift up from the 3rd speed to the 4th speed, the initial value of the convergence coefficient α
Multiply ₀ by 1.2 and set each as a new convergence coefficient. In other words, when the shift change occurs in the low speed stage, the torque deviation is large and the change in the vibration state generated from the engine 2 is large compared with the shift change in the high speed stage. In order to shorten the convergence time, the convergence coefficient is set larger as the shift changes at the lower speed.

FIG. 13 shows a modification of the actuator for controlling vibration and the vibration sensor. In the above embodiment, instead of the engine mount 3 and the acceleration sensor 7, a speaker and a microphone arranged in the vehicle compartment are used. It was done.

That is, in FIG. 13, in order to reduce the vibration in a predetermined space of the vehicle interior, M is set at a plurality of positions in the vehicle interior.
Microphones 40-1, 40-2 to 40-M (microphones arranged on the front seat headrest part and the rear seat side shown in phantom in FIG. 2) and L speakers 41-1, 41 -2 to 41-L are arranged respectively. Further, a plurality of digital filters 20 ... Modeling the transfer characteristics H11 to HLM between the speakers 41-1 ... And the microphones 40-1. , Adaptive filters 23, L D / A converters 17 and L output side amplifiers 19 ...
M A / D converters 14 and M input side amplifiers 12 ...
It has and. Since other configurations are the same as those in FIGS. 5 and 6, the same reference numerals are given to the same portions and the description thereof will be omitted.

(Fourth Embodiment) Next, a fourth embodiment of the present invention will be described. In this example, the convergence coefficient is changed according to the gear position (shift position) of the automatic transmission. The procedure of the operation of changing the convergence coefficient will be described based on the flowchart shown in FIG. After the start, the gear stage of the automatic transmission is detected in step T1. This shift speed may be detected based on the automatic shift map shown in FIG. 3, that is, by detecting the throttle valve opening and the vehicle speed, or by directly detecting the shift position. May be After detecting the shift speed, in step T2, the convergence coefficient corresponding to the current shift speed is set from the memory map shown in FIG.

In this memory map, as shown in FIG. 15, the convergence coefficient becomes larger as the shift speed of the automatic transmission is lower. The reason is that the rotation speed of the gear is likely to change more greatly as the shift speed is lower, so that the change in the vibration state emitted from the engine also becomes greater. The larger the convergence coefficient, the higher the control response, and the convergence time can be shortened.

As described above, depending on the configuration of this embodiment, the convergence coefficient is changed based on the gear stage of the automatic transmission, so that the convergence time can be shortened even in the low gear stage in which the vibration state greatly changes. Therefore, the vibration of the vehicle body can be quickly reduced at each shift speed, and as a result, the quietness of the vehicle is improved.

(Fifth Embodiment) Next, a fifth embodiment of the present invention will be described. FIG. 16 is a diagram showing a schematic configuration of a vehicle body front portion of a vehicle to which the present example is applied. This example is intended to reduce vibration caused by a front-wheel-drive lateral engine in which a transaxle type automatic transmission is combined, for example, and a convergence coefficient and a reference signal It is designed to change both.

As shown in FIG. 16, the engine 2 has its front end elastically supported by the vehicle body 1 via the mount 3A and its rear end via the mount 3B. This mount 3A,
3B has the same configuration as the mount 3 shown in FIG.
It has a function as a vibration actuator, and in this example, vibrations are particularly attempted in the vehicle interior by vibrating the mounts 3A and 3B.

The procedure for changing the convergence coefficient and the reference signal according to this example will be described below with reference to the flowchart of FIG. After the start, it is determined in step V1 whether the engine is ON, and if the engine is ON, it is determined in step V2 whether the shift stage of the automatic transmission is the forward stage. V3 when in forward gear
In, the phase of the reference signal is advanced from normal. Here, the phase being advanced from the normal is based on when the shift speed is neutral. That is, it means that the phase is advanced with reference to the reference signal used when the gear is in neutral. The reason for advancing the phase of the reference signal when the shift stage is the forward stage as compared to when the shift stage is neutral is as follows. When the gear is a forward gear, the engine 2 leans rearward of the vehicle body as compared to when the gear is neutral.
Therefore, the input position of the vibration of the engine 2 to the vehicle body 1 is moved to the rear side of the vehicle body, that is, to the passenger compartment side. Then, the distance from the input position of the vibration of the engine 2 to the vehicle body 1 to the passenger compartment (the position where the vibration reduction is desired) becomes short. Therefore, by advancing the phase of the reference signal, the control responsiveness is improved by considering in advance the phase shift between the vibration of the engine 2 and the vibration of the mounts 3A and 3B, which will occur due to the shortened distance. It was done like this.
After changing the reference signal in step V3, the convergence coefficient is set by the memory map shown in FIG. 18 in step V4.

On the other hand, when the shift stage is not the forward stage in step V2, it is determined in step V5 whether or not the shift stage is the reverse stage, and when it is the reverse stage, in step V6 the phase of the reference signal is delayed more than usual. . This is for the following reason. When the shift speed is the reverse gear, the engine 2 leans forward of the vehicle body as compared to when the shift speed is the neutral gear. Therefore, the input position of the vibration of the engine 2 to the vehicle body 1 moves to the front of the vehicle body as a whole. Then, the distance from the input position of the vibration of the engine 2 to the vehicle body 1 to the passenger compartment becomes long. Therefore, by delaying the phase of the reference signal, the phase shift between the vibration of the engine 2 and the vibration of the mounts 3A and 3B, which will occur due to the increased distance, is taken into consideration in advance to improve the control response. It was done like this. After changing the reference signal in step V6, the convergence coefficient is set by the memory map shown in FIG. 18 in step V7. In step V5, when the gear is not the reverse gear, that is, when the gear is neutral, the reference signal is in the normal phase, and the convergence coefficient is
It is set by the memory map shown in 18. Further, in the memory map of FIG. 18, the value of the convergence coefficient is set to be smaller at the forward speed and the reverse speed than when the shift speed is neutral. This is to prevent the divergence of vibration due to a sudden change in state.

As described above, according to the configuration of the present example, the reference signal and the convergence coefficient are changed depending on whether the gear position of the automatic transmission is the forward gear, the reverse gear or the neutral gear, so that good vehicle vibration is achieved in each state. Can be reduced.

(Sixth Embodiment) Next, a sixth embodiment of the present invention will be described. In this example, the convergence coefficient is changed according to the shift timing of the automatic transmission. The procedure of the operation of changing the convergence coefficient will be described based on the flowchart of FIG. After starting, step U
In 1, the convergence coefficient is set according to the gear stage of the automatic transmission. This convergence coefficient is set, for example, by the memory map shown in FIG. Next, in step U2, it is determined whether or not the shift has started. This determination is made based on the presence or absence of a shift signal output from the controller of the automatic transmission, for example. When the shift is started, the convergence coefficient is decreased by the correction value β according to the memory map shown in FIG. 20 in step U3. As shown in FIG. 20, the correction value β is determined by the shift speed before the shift, and the respective values are different from each other.

After the convergence coefficient is reduced and changed in step U3, it is determined in step U4 whether or not the shift is completed. This determination is made based on, for example, the presence or absence of a shift completion signal output from the controller of the automatic transmission. The convergence coefficient is kept constant until the shift is completed, and when the shift is completed, the convergence coefficient is temporarily changed by the correction value γ from the value set according to the shift stage after the shift in U5 by the memory map shown in FIG. Increase correction. As shown in FIG. 21, the correction value γ is determined by the gear position after the gear shift, and the respective values are made different from each other. After the convergence coefficient is temporarily increased and changed in U5, the value of the convergence coefficient is set according to the gear after the gear shift.

The manner of changing the convergence coefficient in this example is shown in FIG. 22 (b) by taking the case where the shift stage of the automatic transmission is changed from the third speed to the second speed as an example. In Fig. 22 (b), α
₃ is a convergence coefficient that is set when the shift speed is the 3rd speed, β ₃ is a correction value for decreasing the convergence coefficient when the shift is started, and is a correction value when the shift speed before the shift is the 3rd speed, α ₂ is a convergence coefficient that is set when the shift speed is 2nd speed, and γ ₂ is a correction value for temporarily increasing the convergence coefficient after the shift is completed. Shows.

In the present example, the reason why the convergence coefficient is changed in this way is to cope with a change in the vibration state of the vehicle that temporarily occurs during a gear shift. That is, for example, as shown in Fig. 22 (a), during a gear shift, there is a temporary change in the longitudinal acceleration of the vehicle body that acts on the vehicle between the start of gear shift and the completion of gear shift. Changes temporarily. However, since this change is temporary (single-shot), when following such a temporary vibration change with good response, when the vibration state becomes stable after the shift is completed. On the contrary, the vibration cannot be reduced well. Therefore, in order to make it difficult to cope with (temporarily ignore) such a temporary change in the vibration state, the convergence coefficient is made small from the start to the completion of the shift. On the other hand, since the vibration state stabilizes after the shift is completed, the once-decreased convergence coefficient is temporarily made larger than usual to enhance the control response and to quickly reduce the vibration.

As described above, according to the configuration of this example, by changing the convergence coefficient according to the shift timing, stable vibration reduction can be performed without being affected by a temporary change in the vibration state at the time of shift. It will be possible.

(Seventh Embodiment) Next, a seventh embodiment of the present invention will be described. This example is provided with the mount 3 shown in FIG. 5 as an actuator for vibration, the acceleration sensor 7 shown in FIG. 5 as a vibration sensor, and the microphone 40 shown in FIG. 13, and is mainly driven by a vibration signal from the acceleration sensor 7. The vehicle body vibration (solid-state vibration) is mainly reduced by the vibration signal from the microphone 40 to reduce the noise (air vibration) in the vehicle compartment, and the vibration reduction is performed by using the signal from the acceleration sensor 7 and the microphone 40. It has a configuration that can be selectively switched between vibration reduction performed using a signal. In addition,
Normally, the acceleration sensor 7 is used as the vibration sensor. Further, in this example, the vibration sensor is switched and the reference signal and the convergence coefficient are changed depending on which of the plurality of control regions set on the shift map shown in FIG. 23 is the state of the vehicle. .

The switching and changing operations will be described below with reference to FIG. In this example, the reference signal used as a reference corresponds to the second-order rotation component of the engine 2, and the convergence coefficient used as a reference in each gear of the automatic transmission is set by the memory map shown in FIG. To be done. The control area A shown in FIG. 23 is an area in which the vibration reduction control by the mount 3 is not performed, and the throttle valve opening and the vehicle speed (vehicle state) are included in this area.
Drive signal is not output to the mount 3. This means that when the vehicle state is in the control area A, the vehicle is in a state of rapid acceleration. In such a state, the mount 3 is hardened and the throttle is hardened rather than the mount 3 is vibrated to reduce the control. This is because it is better to improve the response.

When there is a vehicle condition in the control area B, the reference signal is a combination of those corresponding to the second-order rotation component of the engine 2 and those corresponding to the fourth-order rotation component. This is because when the vehicle is in the control area B, the vibration of the rotational fourth-order component of the engine 2 is increased, and by doing so, the control response is increased and the vibration is quickly reduced. It becomes possible. The convergence coefficient is obtained by multiplying the value shown in the memory map of FIG. 15 by the correction value 0.9.

The control area C is a muffled sound prevention area. When the vehicle is in this control area, the vibration sensor is switched from the acceleration sensor 7 to the microphone 40. This means that when the state of the vehicle is in the control area C,
This is because the noise in the vehicle compartment (the muffled sound) is more noticeable than the vibration of the vehicle body, so that the muffled sound can be favorably reduced.

The other control areas on the shift map are normal areas, and when the vehicle condition is within the normal area, the reference signal corresponding to the second-order rotational component of the engine 2 is used, and each shift speed is changed. The convergence coefficient at is the value shown in the memory map of FIG.

As described above, according to the configuration of this example, the vibration sensor is switched or converged depending on which of the plurality of control regions set on the shift map contains the vehicle state (throttle valve opening and vehicle speed). Since the coefficient and the reference signal are changed, it is possible to perform good vibration reduction according to the state of the vehicle without being restricted only by the shift stage of the automatic transmission.

(Eighth Embodiment) Next, an eighth embodiment of the present invention will be described. In this example, the tap of the adaptive filter is determined depending on whether the gear position of the automatic transmission is constant and the engine speed and the charging efficiency of the engine are within a predetermined range and are not greatly changed. The number is changed.

The procedure for changing the number of taps of the adaptive filter will be described below with reference to the flowchart shown in FIG. It should be noted that this flow chart is based on the assumption that the shift speed is constant. After starting, step W
At 1, the current engine speed Ne and the charging efficiency Ce are fetched. Next, at step W2, the current engine speed Ne (i) and the previously acquired engine speed Ne (i)
-1) and the magnitude are compared to determine whether the difference is within a predetermined range a. If the difference is within the predetermined range a, in step W3, the magnitudes of the current charging efficiency Ce (i) and the previously loaded charging efficiency Ce (i-1) are compared, and whether the difference is within the predetermined range b. Determine whether or not. If the difference is within the predetermined range b, the number of taps of the adaptive filter is changed in step W4.
Set to 16.

On the other hand, if the difference in engine speed Ne is not within the predetermined range a in step W2, or step W2
When the difference in the charging efficiency Ce is not within the predetermined range b in 3, the number of taps of the adaptive filter is set to 8 in step W5.

As described above, the tap number of the adaptive filter is determined depending on whether or not the shift speed of the automatic transmission is constant and the engine speed and the charging efficiency are in a stable range. The reason for changing is as follows. The state in which the speed of the automatic transmission is constant and the engine speed and the charging efficiency are stable means that the engine vibration is stable. In such a state, the control response is low. It does not need to be high, but rather it is desirable to improve control performance. Therefore, when the vibration state stabilizes as described above, the number of taps of the adaptive filter is increased to improve the control performance.

As described above, according to the configuration of this example, is the automatic transmission in a constant gear stage, and is the engine speed and the charging efficiency stable in a predetermined range? Since the number of taps of the adaptive filter is changed depending on whether or not it is possible, it is possible to perform good vibration reduction according to the vibration state of the vehicle.

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 specific mode of the embodiment, and various modifications can be made.
For example, in each of the above-described embodiments, the vibration reducing device provided with a so-called adaptive mechanism has been described, but the present invention can be applied to devices other than this type of vibration reducing device.

[Brief description of drawings]

FIG. 1 is a block diagram showing an overall schematic configuration of the present invention.

FIG. 2 is a diagram showing an overall schematic configuration of a vehicle.

FIG. 3 is a diagram showing a shift map of an automatic transmission.

FIG. 4 is a diagram showing a specific configuration of an engine mount that also serves as an actuator for vibration control.

FIG. 5 is a diagram showing a block configuration of vibration control.

FIG. 6 is a diagram showing a configuration of an excitation signal generator using an LMS adaptive algorithm.

FIG. 7 is a flowchart showing the changing operation of the filter coefficient in the first embodiment.

FIG. 8 is a diagram showing a memory map 1.

FIG. 9 is a diagram showing a memory map 2.

FIG. 10 is a flowchart showing the operation of changing the convergence coefficient in the second embodiment.

FIG. 11 is a diagram showing a memory map in the second embodiment.

FIG. 12 is a diagram showing a memory map in the third embodiment.

FIG. 13 is a block configuration diagram of an LMS adaptive algorithm when the vibration control actuator is configured by a plurality of speakers.

FIG. 14 is a flowchart showing the operation of changing the convergence coefficient in the fourth embodiment.

FIG. 15 is a diagram showing a memory map in the fourth embodiment.

FIG. 16 is a diagram showing a schematic configuration of a vehicle body front portion of a vehicle to which the fifth embodiment is applied.

FIG. 17 is a flowchart showing the operation of changing the convergence coefficient and the reference signal in the fifth embodiment.

FIG. 18 is a diagram showing a memory map in the fifth embodiment.

FIG. 19 is a flowchart showing the operation of changing the convergence coefficient in the sixth embodiment.

FIG. 20 is a diagram showing a memory map in the sixth embodiment.

FIG. 21 is a diagram showing another memory map in the sixth embodiment.

FIG. 22 is a time chart diagram showing the timing of changing the convergence coefficient in the sixth embodiment.

FIG. 23 is a diagram showing a control area set on a shift map in the seventh embodiment.

FIG. 24 is a flowchart showing the procedure of the operation of changing the number of taps of the adaptive filter in the eighth embodiment.

[Explanation of symbols]

1 Car Body (Vibration Element) 2 Engine (Power Unit) 3, 3A, 3B Engine Mount (Actuator) 7 Acceleration Sensor (Vibration Sensor) 21 Convergence Coefficient Calculation Circuit 24 Control Means 26 Adjustment Mechanism 30 Correction Filter 35 Drive Signal Correction Means 40 Microphone ( Vibration sensor) 41 Speaker (actuator)

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

Claims (10)

[Claims] 1. An actuator that is provided in a vehicle equipped with an automatic transmission and that vibrates a specific vibrating element, and receives a reference signal based on the vibration emitted from a power unit, and receives the reference signal of the vibrating element based on the reference signal. To vibrate the vibration element in the opposite phase and the same amplitude as the vibration,
A vibration reduction apparatus for a vehicle, comprising: a control unit that transmits a drive signal to the actuator to control the drive of the actuator, wherein the control unit corrects the drive signal based on a shift state of the automatic transmission. A vibration reduction device for a vehicle, comprising drive signal correction means. 2. The shift state is a shift stage of the automatic transmission, and the drive signal correction means corrects the drive signal by increasing control responsiveness when the shift stage is a low speed stage. The vibration reduction device for a vehicle according to claim 1, wherein the vibration reduction device is configured as follows. 3. The shift state is a shift speed of the automatic transmission, and the drive signal correction means corrects the drive signal by correcting the reference signal based on the speed of the shift speed. The vibration reduction device for a vehicle according to claim 1, wherein the vibration reduction device is configured to: 4. A vibration sensor for detecting vibration at the predetermined position is provided at a predetermined position of the vehicle, and the control means includes a convergence coefficient calculation circuit to which a vibration signal emitted from the vibration sensor is input. An adaptive mechanism having the shift mechanism, wherein the shift state is a shift stage of the automatic transmission, and the drive signal correction means is provided in the convergence coefficient calculation circuit based on the speed of the shift stage. The vehicle vibration reduction device according to claim 1, wherein the vibration reduction device is configured to correct the drive signal by changing a convergence coefficient. 5. The shift response is a lock-up state of the automatic transmission, and the drive signal correction means is more responsive to control when the automatic transmission is in a lock-up engagement state than in a lock-up release state. The vehicle vibration reducing apparatus according to claim 1, wherein the drive signal is corrected so as to increase the noise. 6. The shift state is a shift timing of the automatic transmission, and the drive signal correction means lowers the control responsiveness than usual after the shift start of the automatic transmission until the shift is completed, and after the shift is completed. The vehicle vibration reduction device according to claim 1, wherein the drive response is corrected by temporarily increasing the control response to a level higher than normal during a predetermined period. 7. The shift state is a shift timing of the automatic transmission, and the drive signal correction means enhances control responsiveness during a shift at a low speed stage rather than a shift speed at a high shift stage of the automatic transmission. The vibration reduction device for a vehicle according to claim 1, wherein the vibration reduction device is configured to correct the drive signal. 8. The shift state is a shift timing of the automatic transmission, and the drive signal correction means increases the control response when the automatic transmission is downshifted rather than when the automatic transmission is upshifted. The vibration reduction device for a vehicle according to claim 1, wherein the vibration reduction device is configured to correct the vibration. 9. The shift state is a plurality of control areas set on a shift map of the automatic transmission, and the drive signal correction means is any one of control areas in which a vehicle state is set on the shift map. The vibration reduction device for a vehicle according to claim 1, wherein the vibration reduction device is configured to correct the drive signal based on whether or not 10. The control means comprises an adaptive filter to which the reference signal is input, and the drive signal correction means stabilizes the vibration of the power unit while the gear stage of the automatic transmission is constant. The vibration reduction device for a vehicle according to claim 1, wherein the drive signal is corrected by increasing and changing the number of taps of the adaptive filter.