JPH0571579A - Vibration reducing device for vehicle - Google Patents

Abstract

PURPOSE:To sufficiently reduce the vibration of a vehicle. CONSTITUTION:The vibration in steering in idling operation is suppressed by vibrating a radiator 1 by the first and second vibrators 7 and 8. The phase and amplitude of the first vibrator 7 are determined through feedback so that the vibration in steering becomes min, during the second vibrator 8 is vibrated with each constant amplitude and phase, and then the phase and amplitude of the second vibrator 8 are determined through feedback so that the vibration in steering becomes min, during the first vibrator 7 is vibrated with each constant amplitude and phase.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle vibration reducing device.

[0002]

2. Description of the Related Art Japanese Utility Model Laid-Open No. 61-1745 discloses an acceleration sensor for detecting vibration of a vehicle and two exciters, and these two exciters are provided in accordance with the detection value of the acceleration sensor. At the same time, there is disclosed a vehicle vibration reduction device that reduces the vibration of the vehicle by performing feedback control.

[0003]

However, in this device, since the plurality of vibrators are simultaneously feedback-controlled, the degree of contribution of each vibrator to the vehicle vibration reduction effect cannot be determined, and therefore each vibrator cannot be determined. It is not possible to control each of the exciters so that the vibration reducing effect of the exciter is maximized.
As a result, there arises a problem that the vehicle vibration cannot be sufficiently reduced.

[0004]

In order to solve the above problems, according to the present invention, a vibration detecting means for detecting the vibration of a vehicle and a plurality of vibration exciters are provided, and the vibration detecting means detects the vibration of the vehicle. In a vehicle vibration reduction device configured to reduce the vibration of a vehicle by performing feedback control of the vibration exciter, one of a plurality of vibration exciters can reduce the vehicle vibration based on the detection result of the vibration detection means. Thus, the control means for performing feedback control is provided.

[0005]

According to the detection result of the vibration detecting means, each of the plurality of vibration exciters is feedback-controlled so as to reduce the vehicle vibration.

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a front view of a vehicle vibration reducing device for reducing vehicle vibration during idle operation, and FIG. 2 is a side view of FIG. Referring to FIGS. 1 and 2,
The upper end of the radiator 1 is supported by an upper support 3 via a support body 2 made of rubber, and the radiator 1 is vertically movable. The lower end of the radiator 1 is supported by the first and second vibrators 7 and 8 at the left and right ends of the lower tank 4 at the lower end of the radiator 1 via arms 5 and 6, respectively. The first and second vibrators 7 and 8 are fixed on a front cross member 9, and an internal combustion engine is mounted on a body frame (not shown) connected to the front cross member 9.

FIG. 3 shows an enlarged sectional view of the first vibration exciter 7. Referring to FIG. 3, a support piston 11 provided at a lower portion of the vibrator 7 is fixed to the front cross member 9. The support piston 11 is a cylindrical case 12 of the vibrator 7.
It is inserted into the inside from below, and a cylindrical nut 13 is screwed onto the lower end of the case 12. Support piston 11
Penetrates the nut 13. The case 12 and the nut 13 are slidably displaceable along the outer peripheral surface of the support piston 11, and a disc spring 14 is arranged between the support piston 11 and the nut 13, so that the case 12 and the nut 1 are provided.
3 is urged downward relative to the support piston 11. A piezoelectric element 15 is provided in the case 12.
The upper end of the piezoelectric element 15 is engaged with the upper bottom surface of the case 12, and the lower end of the piezoelectric element 15 is engaged with the upper end of the support piston 11. The outer circumference of the nut 13 is connected to the arm 5 via an annular rubber bush 16.

The piezoelectric element 15 is an electronic control unit 2
0 (see FIG. 4). The piezoelectric element 15 expands and contracts according to the applied voltage,
When is expanded and contracted, the case 12 and the nut 13 are displaced relative to the support piston 11. Therefore, when the voltage applied to the piezoelectric element 15 is changed, the nut 13 can be vibrated relative to the support piston 11 according to the change in the voltage. Therefore, a control partial pressure having a frequency, a phase, and a gain predetermined according to the engine speed is applied to the piezoelectric element 15 to apply the vibration exciter 7.
Thus, the radiator 1 can be vibrated so as to cancel the vibration generated in the vehicle.

The second vibrator 8 has the same structure as the first vibrator 7. FIG. 4 shows the electronic control unit 20.
The electronic control unit 20 consists of a digital computer, and ROMs connected to each other by a bidirectional bus 21.
(Read only memory) 22, RAM (random access memory) 23, CPU (microprocessor) 24,
It has an input port 25 and an output port 26.

An acceleration sensor 30 attached to a steering wheel (not shown) for detecting the vibration of the steering wheel is connected to an input port 25 via an AD converter 27. A crank angle sensor 31 that generates an output pulse each time the crankshaft rotates by a constant crank angle is connected to a sine wave generator 32 and an input port 25. Crank angle sensor 31
The engine speed is calculated based on the output pulse of the engine. A vehicle speed sensor 33 for detecting the vehicle speed is connected to the sine wave generator 32. Also, an igniter 34 that generates an ignition signal
Is connected to the input port 25.

The sine wave generator 32 generates a sine wave having a frequency f of the primary component of the engine explosion frequency obtained from the map based on the engine speed N. For example, in the case of a 6-cylinder engine, the frequency f is 25 Hz when the engine speed N is 500 rpm, and the frequency f is 30 Hz when the engine speed N is 600 rpm. Since the vehicle vibration reduction device of the present embodiment is a device for reducing the vibration of the vehicle during idle operation, the sine wave generator 32 generates an output, that is, a sine wave, only when it is determined to be during idle operation. To do. For example, when the engine speed is between 500 and 1200 rpm and the vehicle speed is 5 km / H or less, it is determined that the engine is idling.

When it is determined that the sine wave generator 32 is not in the idle operation, the sine wave generator 32 does not generate a sine wave.
And the second vibrators 7 and 8 cannot be operated. The amplitude A and the phase φ of the sine wave generated by the sine wave generator 32 are controlled by the electronic control unit 20. On the other hand, the output port 26 is connected to the first and second drive circuits 2
The first and second vibration exciters 7 and 8 are respectively connected via 8 and 29.

If the two vibrators 7 and 8 are simultaneously feedback-controlled on the basis of the detection signal of the acceleration sensor 30, the contribution of the vibrators 7 and 8 to the steering vibration reduction effect cannot be determined. Therefore, each shaker 7, 8
It is not possible to control the respective exciters 7 and 8 so that the vibration reduction effect of 1 is maximized. As a result, there arises a problem that the steering vibration cannot be sufficiently reduced.

Therefore, in the first embodiment, the first and second
Each of the exciters 7 and 8 is feedback-controlled so as to reduce the steering vibration based on the detection value of the acceleration sensor 30. That is, while the second vibration exciter 8 is vibrating with the fixed amplitude A ₂ and phase φ ₂ (see step 69 in FIG. 9), the first vibration is applied so that the detection value of the acceleration sensor 30 becomes the minimum. The phase φ ₁ and the amplitude A ₁ of the shaker 7 are determined by feedback control, and then the first shaker 7 is fixed to the fixed amplitude A ₁ and the phase φ _1.
The phase φ ₂ and the amplitude A ₂ of the second vibrator 8 are determined by feedback control so that the detection value of the acceleration sensor 30 is minimized during the vibration.

Thus, the respective vibrators 7 and 8 can be controlled so that the vibration reducing effect of the respective vibrators 7 and 8 is maximized. As a result, it is possible to sufficiently reduce the vibration of the steering. In FIGS. 5 to 12, the shaker 7,
8 shows a main routine of the first embodiment for executing control No. 8.

Referring to FIGS. 5 to 12, first, at step 120, it is judged if the flag F is 0 or not. The flag F is normally reset, and is set to 1 when the rate of change of the engine speed reaches or exceeds a predetermined value as shown in the routine of FIG. When the flag F is reset, the process proceeds to step 40. In step 40, the engine speed N
The amplitude A that is the initial value of the sine wave parameter from the map based on FIG. , Phase φ. And the engine speed N used to calculate the amplitude A based on the map
Is stored in N _M. Next, at step 41, the amplitude A is set to the initial amplitude value A. , The phase initial value φ _O is stored in the phase φ.
The phase φ is given with reference to the ignition signal, and for example φ = 0
At this time, the exciters 7 and 8 are operated in phase with the rotation of the engine. In step 42, the first and second vibrators 7 and 8 are operated with the same phase and the same amplitude based on the amplitude A and the phase φ.

At step 122, it is judged if the flag F is reset. If the flag F is set, the process returns to step 120, and if it is reset, the process proceeds to step 43. In steps 43 to 56, the phase φ is calculated so that the acceleration G of the steering vibration is minimized when the first and second exciters 7 and 8 are operated with the same phase and the same amplitude.

In step 43, the phase φ is small
φ, for example, increased by 4 degrees and advanced
Based on this new phase φ, the exciters 7 and 8 are activated.
To be In step 44, acceleration of steering vibration
It is determined whether the degree G has decreased. Acceleration G decreased
If it is determined that the phase φ is
Furthermore, the exciters 7 and 8 are updated by increasing Δφ.
It is operated on the basis of the phase φ that is generated. Step 46
Then, it is determined whether or not the acceleration G has decreased. Acceleration G is
If it is determined that the number has decreased, proceed to step 47,
Function speed N is N _M-20 and N_MWhether it is between +20
To be judged. When negative judgment is made, that is, engine rotation
Number is N_MIf there is a large deviation from step 130 (Fig.
Proceed to 5) and the amplitude A is calculated again from the map of FIG.
And used to calculate the amplitude A from the map
Engine speed N is N_MStored in. Then step
Return to 122 (Fig. 5) and set the acceleration G to the minimum value.
The phase φ is again feedback controlled.

On the other hand, when the affirmative determination is made in step 47, the process returns to step 45 and φ is increased by Δφ. That is, as long as the acceleration G decreases, the phase φ is Δ
It is possible to increase by φ. When it is determined in step 46 that the acceleration G does not decrease, the routine proceeds to step 49, where the phase φ is reduced by Δφ and retarded. This updated phase φ is obtained as the phase that minimizes the acceleration G.

On the other hand, if a negative determination is made in step 44, that is, if the acceleration G cannot be decreased by increasing the phase φ, the process proceeds to step 50 and the phase φ is decreased by 2Δφ. Acceleration G in step 51
Is determined, and when the acceleration G is not reduced, the routine proceeds to step 52, where the phase φ is increased by Δφ, and the updated phase φ is obtained as the phase that minimizes the acceleration G.

When it is determined in step 51 that the acceleration G has decreased, the routine proceeds to step 53, where the phase φ is decreased by Δφ. In step 54, it is determined whether the acceleration G has decreased. If the acceleration G is determined to be decreased, the process proceeds to step 55, the engine speed N is N _M -20
And N _M +20. When a negative determination is made, that is, when the engine speed greatly deviates from N _M , the routine proceeds to step 130 (FIG. 5), the amplitude A is calculated again from the map of FIG. 13, and the amplitude A is calculated from the map. The engine speed N used for the operation is stored in N _M. Then return to step 122 (FIG. 5),
The phase φ is feedback-controlled so that the acceleration G is minimized.

On the other hand, if an affirmative decision is made in step 55, then the flow returns to step 53, and φ is subtracted by Δφ. That is, as long as the acceleration G is decreased, the phase φ is decreased by Δφ. When it is determined in step 54 that the acceleration G does not decrease, the routine proceeds to step 52, where the phase φ is increased by Δφ. This updated phase φ is the acceleration G
Is obtained as the phase that minimizes.

Next, in steps 57 to 66, the amplitude A is obtained so that the acceleration G of the steering vibration is minimized when the first and second exciters 7 and 8 are operated with the same phase and the same amplitude. Be done. In step 57, the amplitude A is increased by a small increase / decrease amount ΔA, and the vibration exciters 7 and 8 are operated based on the updated amplitude A. At step 58, it is judged if the acceleration G has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 59, where the amplitude A is further increased by ΔA and the vibration exciters 7 and 8 are operated based on the updated amplitude A. In step 60, it is determined whether the acceleration G has decreased. Proceeds to step 132 if the acceleration G is determined to be decreased, the engine speed N is N _M -20 and N _M
It is determined whether it is between +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 5), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 132, the operation returns to step 59 and the amplitude A is again increased by ΔA. That is, as long as the acceleration G decreases, the amplitude A is increased by ΔA.

When it is determined in step 60 that the acceleration G does not decrease, the process proceeds to step 61 and the amplitude A is decreased by ΔA. The updated amplitude A is obtained as the amplitude that minimizes the acceleration G. On the other hand, if a negative determination is made in step 58, that is, if the acceleration G cannot be decreased by increasing the amplitude A, the process proceeds to step 62, and the amplitude A is decreased by 2ΔA. In step 63, it is determined whether or not the acceleration G has decreased. When the acceleration G does not decrease, the process proceeds to step 64, the amplitude A is increased by ΔA, and the updated amplitude A is set as the amplitude that minimizes the acceleration G. Desired.

When it is determined in step 63 that the acceleration G has decreased, the routine proceeds to step 65, where the amplitude A is decreased by ΔA. In step 66, it is determined whether the acceleration G has decreased. Proceeds to step 134 if the acceleration G is determined to be decreased, the engine speed N is N _M -2
It is determined whether it is between 0 and N _M +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 5), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 134, the operation returns to step 65, and the amplitude A is again decreased by ΔA. That is, as long as the acceleration G decreases, the amplitude A is decreased by ΔA.

If it is determined at step 66 that the acceleration G does not decrease, the routine proceeds to step 64, where the amplitude A is increased by ΔA. The updated amplitude A is obtained as the amplitude that minimizes the acceleration G. In step 67,
A is stored in A ₁ and A ₂ , and φ is stored in φ ₁ and φ ₂ . In step 68, the first vibration exciter 7 is operated with amplitude A ₁ and phase φ ₁ . Second in step 69
The exciter 8 is operated with amplitude A ₂ and phase φ ₂ .

Then, in steps 70 to 79,
Is the amplitude A fixed to the second vibrator 8. ₂And phase φ₂
The maximum acceleration G of the steering vibration is
Phase φ of the first vibration exciter 7 should be small₁Is controlled
Be done. In step 70, the phase φ₁Is a small increase / decrease amount Δφ
This new phase φ
₁Based on the above, the first vibration exciter 7 is operated. Ste
At 71, the acceleration G of the steering vibration decreased.
It is determined whether or not. When it is determined that the acceleration G has decreased
If the phase φ₁Is further Δφ
Phase φ in which the first vibration exciter 7 has been updated by increasing₁
It is operated based on. Acceleration in step 73
It is determined whether G has decreased. When the acceleration G decreases
If it is determined, the process proceeds to step 136, where the engine speed
N is N_M-20 and N_MIt is judged whether it is between +20
It If a negative decision is made, proceed to step 130 (Fig. 5).
Then, the amplitude A is calculated again from the map. Step 13
If the affirmative decision is made in step 6, the process returns to step 72 and φ₁But
It can be increased by Δφ. That is, the acceleration G decreases
Phase φ as long as possible₁Is increased by Δφ.

When it is determined in step 73 that the acceleration G does not decrease, the process proceeds to step 74 and Δφ is set at the phase φ ₁ .
It is delayed only by being reduced. This updated phase φ ₁ is obtained as the phase of the first vibration exciter 7 that minimizes the acceleration G. On the other hand, if a negative determination is made in step 71, that is, if the acceleration G cannot be decreased by increasing the phase φ ₁ , the process proceeds to step 75.
₁ is reduced by 2Δφ. In step 76, it is judged whether or not the acceleration G has decreased. When the acceleration G does not decrease, the routine proceeds to step 77, where the phase φ ₁ is increased by Δφ, and the updated phase φ ₁ is the phase that minimizes the acceleration G. Is required as.

When it is determined in step 76 that the acceleration G has decreased, the routine proceeds to step 78, where the phase φ ₁ is decreased by Δφ. At step 79, it is judged if the acceleration G has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 138, where the engine speed N is N _M −.
It is determined whether it is between 20 and N _M +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 5), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 138, then the processing returns to step 78, and φ ₁ is subtracted by Δφ. That is, as long as the acceleration G decreases, the phase φ
₁ is decreased by Δφ.

When it is determined in step 79 that the acceleration G does not decrease, the routine proceeds to step 77, where the phase φ ₁ is increased by Δφ. This updated phase φ ₁ is obtained as the phase that minimizes the acceleration G. From step 80 to step 89, the second vibrator 8 is set to the fixed amplitude A.
₂ and the phase φ ₂ , the amplitude A of the first vibration exciter 7 is set so that the acceleration G of the steering vibration is minimized.
₁ is controlled.

In step 80, the amplitude A ₁ is increased by a small increase / decrease amount ΔA, and the first vibration exciter 7 is operated based on the updated amplitude A ₁ . Step 81
Then, it is determined whether or not the acceleration G has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 82, where the amplitude A
₁ is further increased by ΔA and the first vibration exciter 7 is operated based on the updated amplitude A ₁ . In step 83, it is determined whether the acceleration G has decreased. Proceeds to step 140 when the acceleration G is determined to be decreased, the engine speed N is determined whether during the N _M -20 and N _M +20. If negative, step 1
Proceeding to 30 (FIG. 5), the amplitude A is calculated again from the map. If an affirmative decision is made in step 140, the routine returns to step 82, and the amplitude A ₁ is again increased by ΔA.
That is, as long as the acceleration G decreases, the amplitude A ₁ is increased by ΔA.

When it is determined in step 83 that the acceleration G does not decrease, the routine proceeds to step 84, where the amplitude A ₁ is decreased by ΔA. The updated amplitude A is obtained as the amplitude that minimizes the acceleration G. On the other hand, if the determination is negative in step 81, i.e., when the acceleration G is not caused to decrease when allowed to increase the amplitude A _1, the amplitude A ₁ proceeds to step 85 is made to decrease by 2Derutaei. In step 86, it is determined whether the acceleration G has decreased. If the acceleration G has not decreased, the routine proceeds to step 87, where the amplitude A ₁ is Δ.
This updated amplitude A _{1 which} is increased by A is obtained as the amplitude that minimizes the acceleration G.

It is determined in step 86 that the acceleration G has decreased.
If yes, the process proceeds to step 88 and the amplitude A₁Is only ΔA
Can be reduced. In step 89, the acceleration G decreases
It is determined whether or not. It was determined that the acceleration G decreased
In this case, the routine proceeds to step 142, where the engine speed N is N_M−
20 and N_MIt is determined whether it is between +20. Denial
If so, proceed to step 130 (FIG. 5) and map
The amplitude A is calculated again from Affirmative judgment in step 142
If it is determined, the process returns to step 88 and the amplitude A again₁Is Δ
It can be reduced by A. That is, the acceleration G decreases
Amplitude A ₁Is decreased by ΔA.

If the acceleration G does not decrease in step 89,
If yes, go to step 87₁Is ΔA
Can be increased. This updated amplitude A₁Is the acceleration
It is calculated as the amplitude that minimizes G. Then step
From 90 to step 99, the first vibration exciter 7 was fixed.
Amplitude A ₁And phase φ₁Stearin
Of the second vibration exciter 8 so that the acceleration G of vibration of the vibration is minimized.
Phase φ₂Is controlled.

In step 90, the phase φ ₂ is increased by a small increase / decrease amount Δφ and advanced, and the second vibration exciter 8 is operated based on the new phase φ ₂ . In step 91, it is determined whether or not the acceleration G of the steering vibration has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 92, where the phase φ ₂ is further increased by Δφ and the second vibration exciter 8 is operated based on the updated phase φ ₂ . In step 93, it is determined whether the acceleration G has decreased. Proceeds to step 144 if the acceleration G is determined to be decreased, the engine speed N is determined whether during the N _M -20 and N _M +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 5), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 144, then the flow returns to step 92, and φ ₂ is increased by Δφ. That is, the phase φ ₂ is increased by Δφ as long as the acceleration G is decreased.

If it is determined in step 93 that the acceleration G does not decrease, the process proceeds to step 94, where Δφ is the phase φ ₂ .
It is reduced only and retarded. This updated phase φ ₂ is obtained as the phase of the second vibrator 8 that minimizes the acceleration G. On the other hand, if the determination in step 91 is negative, that is, if the acceleration G cannot be decreased by increasing the phase φ ₂ , the process proceeds to step 95.
₂ is reduced by 2Δφ. In step 96, it is judged whether or not the acceleration G has decreased, and when the acceleration G has not decreased, the routine proceeds to step 97, where the phase φ ₂ is increased by Δφ, and this updated phase φ ₂ is the phase that minimizes the acceleration G. Is required as.

When it is determined in step 96 that the acceleration G has decreased, the routine proceeds to step 98, where the phase φ ₂ is decreased by Δφ. In step 99, it is determined whether the acceleration G has decreased. When it is determined that the acceleration G has decreased, the routine proceeds to step 146, where the engine speed N is N _M −.
It is determined whether it is between 20 and N _M +20. If a negative decision is made, the operation proceeds to step 130 (FIG. 5), and the amplitude A is calculated again from the map. When the affirmative determination is made in step 146, the process returns to step 98 and φ ₂ is subtracted by Δφ. That is, as long as the acceleration G decreases, the phase φ
₂ is decreased by Δφ.

It is determined in step 99 that the acceleration G does not decrease.
If it is determined, the process proceeds to step 97 and the phase φ₂Is Δφ
Can be increased. This updated phase φ₂Is the acceleration
It is obtained as a phase that minimizes G. Step 100
From step 109, the first vibration exciter 7 was fixed.
Amplitude A ₁And phase φ₁Stearin
Of the second vibration exciter 8 so that the acceleration G of vibration of the vibration is minimized.
Amplitude A₂Is controlled.

In step 100, the amplitude A ₂ is increased by a small increase / decrease amount ΔA, and the second vibration exciter 8 is operated based on the updated amplitude A ₂ . Step 1
In 01, it is determined whether the acceleration G has decreased. When it is determined that the acceleration G has decreased, the process proceeds to step 102,
The amplitude A ₂ is further increased by ΔA, and the second vibration exciter 8 is operated based on the updated amplitude A ₂ .
In step 103, it is determined whether the acceleration G has decreased. Proceeds to step 148 if the acceleration G is determined to be decreased, the engine speed N is N _M -20 and N _M +20
It is determined whether or not it is between. If a negative decision is made, the operation proceeds to step 130 (FIG. 5), and the amplitude A is calculated again from the map. If an affirmative decision is made in step 148, the operation returns to step 102, and the amplitude A ₂ is again increased by ΔA. That is, as long as the acceleration G decreases, the amplitude A
₂ is increased by ΔA.

When it is determined in step 103 that the acceleration G does not decrease, the process proceeds to step 104, where Δ is the amplitude A ₂ .
A is reduced. This updated amplitude A ₂ is the acceleration G
Is obtained as the amplitude that minimizes. On the other hand, step 1
If a negative determination is made at 01, i.e., when the acceleration G is not caused to decrease when allowed to increase the amplitude A _2, the amplitude A ₂ proceeds to step 105 is made to decrease by 2Derutaei. In step 106, it is judged whether or not the acceleration G has decreased, and when the acceleration G does not decrease, the routine proceeds to step 107, where the amplitude A ₂ is increased by ΔA, and the updated amplitude A ₂ minimizes the acceleration G. Is required as.

When it is determined in step 106 that the acceleration G has decreased, the routine proceeds to step 108, where the amplitude A ₂ is ΔA.
Can only be reduced. In step 109, it is determined whether the acceleration G has decreased. Proceeds to step 150 when the acceleration G is determined to be decreased, the engine speed N is determined whether during the N _M -20 and N _M +20.
If a negative decision is made, proceed to step 130 (FIG. 5),
The amplitude A is calculated again from the map. If an affirmative decision is made in step 150, the operation returns to step 108 and the amplitude A ₂ is again decreased by ΔA. That is, the acceleration G
As long as is decreased, the amplitude A ₂ is decreased by ΔA.

When it is judged in step 109 that the acceleration G does not decrease, the routine proceeds to step 107, where the amplitude A ₂ is Δ.
It can be increased by A. This updated amplitude A ₂ is obtained as the amplitude that minimizes the acceleration G. Step 1
At 10, it is determined whether the flag F is reset. If the flag F is set to 1, step 120
Returning to step 111, if reset, proceed to step 111.

At step 111, it is judged if the acceleration G of the steering vibration is smaller than a predetermined value G ₁ . If G <G ₁ , the process returns to step 110, and steps 110 and 111 are repeated. That is, when it is determined that the vibration of the steering is small, the first vibrator 7 is operated with the fixed phase φ ₁ and the fixed amplitude A ₁ , and the second vibrator 8 is fixed. phase phi _2, is actuated at a fixed amplitude A _2.

If it is determined that G ≧ G ₁ , that is, if it is determined that the steering vibration is large, step 7
0 or less is executed, φ ₁ , A ₁ , φ ₂ , and A ₂ are determined so that the steering acceleration is minimized, and the first and second exciters 7 and 8 are operated based on these. .. FIG. 14 shows a routine for controlling the drive circuits 28 and 29. This routine is executed by interruption at regular time intervals.

Referring to FIG. 14, first, step 200
Then, it is judged whether or not the rate of change ΔN of the engine speed is larger than 30 rpm / sec, for example. If ΔN ≦ 30 rpm / sec, the routine proceeds to step 201, where the drive circuits 28 and 29 are turned on. Therefore, the operation of the first and second vibrators 7 and 8 is controlled by the main routine. Step 20
In 2, the flag F is reset. Therefore, an affirmative decision is made in step 120 of FIG. 5, and the main routine is executed.

On the other hand, in step 200, ΔN> 30
If it is determined to be rpm / sec, the routine proceeds to step 203, where the power sources of the drive circuits 28 and 29 are turned off. As a result, the operations of the first and second vibrators 7 and 8 are stopped. In step 204, the flag F is set. As a result, negative determinations are made in steps 122 and 110 of the main routine, and the process returns to step 120.

Next, the second embodiment will be described with reference to FIGS. 15 to 19 show the vibration exciter 7,
8 is a main routine of a second embodiment for executing control No. 8; Referring to FIGS. 15 to 19, first, step 30
At 0, it is determined whether the engine speed N _e is between 500 rpm and 1200 rpm. If a positive determination is made, step 30
The routine proceeds to 1 and it is determined whether the vehicle speed V is 5 km / H or less. When a negative determination is made in either step 300 or step 301, the process proceeds to step 302, the flag F is reset, and then the process returns to step 300. Step 30
0 and a positive determination in step 301,
That is, if it is determined that the engine is in idle operation, step 3
In step 03, it is determined whether the flag F is 0 or not. Since the initial flag F is 0, an affirmative decision is made and the operation proceeds to step 304.

In step 304, based on the engine speed
From the map, the initial value φR of the phase and amplitude of the first vibration exciter 7
₁, AR₁, Initial value φ of the phase and amplitude of the second vibrator 8
L₁, AL₁Is read. In step 305, the first
Exciter 7 has phase φR₁And amplitude AR₁Work with
Be done. In step 306, the second vibrator 8 shifts the phase φL. ₁
And amplitude AL₁Can be operated with. Acceleration at this time
The detection value of the degree sensor 30 to G₁And In step 307
Flag F is set to 1.

In the subsequent processing cycle, steps
Since a negative determination is made in 303, step 304
Step 307 is skipped. In step 308
2 is stored in each of b, e, m, and n. Step 3
From 09 to step 315, the second vibrator 8 is fixed.
Phase φL ₁And amplitude AL₁Acceleration while vibrating with
In order to reduce the detection value G of the degree sensor 30,
The first vibration is applied to reduce the steering vibration.
The phase φR of the machine 7 is based on the detected value G of the acceleration sensor 30.
Feedback control.

In step 309, the optimum setting is made in advance.
Initial step width ΔφR₁Initial value φR₁To φ
R₂It is said that. In step 310, the first shaker 7 is in phase
φR ₂And amplitude AR₁Can be operated with. At this time
The acceleration sensor 30 detection value of G₂To store. Step
In step 311, n is a predetermined value N, for example, 10
It is determined whether it is small. If affirmative, step
Proceed to 312 and ΔφR_nIs calculated by the following formula.

ΔφR _n = K ₁ · (G _n-1 −G _n ) / ΔφR _n-1 where K ₁ is a positive coefficient. In step 313, φ
By adding ΔφR _n to R _n , φR _{n + 1} can be obtained. In step 314, the first vibration exciter 7 is operated with the phase φR _{n + 1} and the amplitude AR ₁ , and in step 315, n is incremented by 1 and the process returns to step 311.

FIG. 2 shows steps 312 to 315.
This will be described with reference to 0. Acceleration for changes in phase φR
The detection value G of the sensor 30 changes as shown in FIG. 20, for example.
And Phase φR₁And φR₂Acceleration to
G₁And G₂And Now, for example, if n = 2, Δ
φR₂= K₁・ (G₁-G₂) / ΔφR₁Given by
It That is, ΔφR₂Is φR₁And φR₂To each
Positive coefficient K for the slope between points X and Y on the corresponding curve₁To
It is a value obtained by multiplication. Of φR when G is minimum
Value φR_XThe slope of the curve becomes smaller as
It Therefore, as shown in Fig. 20, φR_XFrom the left of_XTo
ΔφR becomes smaller as it approaches. φR _XPassing through
ΦR_XWhen you reach the right side of_n-1-G_nIs a negative number
ΔφR_nAlso becomes a negative number and goes to the left in the figure
φR_XWill approach. In this way, step 31
By repeating Step 315 from Step 2, G is reduced.
A little, φR is φR_XApproach.

Referring again to FIG. 16 to FIG.
Step 311 to step 315 are repeated N-2 times.
And φR is φR_XThe next step regardless of whether or not
Proceed to step 316. Step 316 to Step 323
Then, the phase φR with the first vibrator 7 fixed _NAnd amplitude
AR₁The value G detected by the acceleration sensor 30 while being excited by
The phase φL of the second vibration exciter 8
Perform feedback control based on the detected value G of the sensor 30.
It is tightened.

In step 316, the phase of the first vibrator 7 is changed.
φR_NAnd amplitude AR₁Acceleration when activated with
Sensor 30 detection value G_NIs G₁Stored in. Step 3
In 17, the optimum initial step width ΔφL is set in advance.₁
Is the initial value φL₁To φL₂It is said that. Step 3
At 18, the second vibrator 8 has a phase φL. ₂And amplitude AL₁
Can be operated with. At this time, the acceleration sensor 30 is detected.
G out₂To store. B is predetermined in step 319
It is determined whether or not the calculated value B, for example, smaller than 6.
When a positive determination is made, the process proceeds to step 320 and ΔφL_bIs next
Calculated by the formula.

ΔφL _b = K ₂ · (G _b-1 −G _b ) / ΔφL _b-1 where K ₂ is a positive coefficient. In step 321, φ
ΦR _{b + 1} is obtained by adding ΔφL _b to L _b . In step 322, the second vibration exciter 8 is operated with the phase φL _{b + 1} and the amplitude AL ₁ , and in step 323, b is incremented by 1 and the process returns to step 319.

Steps 319 to 323 are B-
The phase φR _X that minimizes G when repeated twice
Or not, go to the next step 324. From step 324 to step 331, while the second vibration exciter 8 is vibrating with the fixed phase φ L _B and the amplitude AL ₁ , the first vibration exciter 7 is operated so as to decrease the detection value G of the acceleration sensor 30. The amplitude AR is feedback-controlled based on the detection value G of the acceleration sensor 30.

[0057] At step 324, the detection value of the acceleration sensor 30 when actuated the second vibrator 8 phase .phi.L _B and amplitude AL ₁ G _B is stored in G _1. Step 3
25, the initial step width ΔAR ₁ set in advance to the optimum value
Is added to the initial value AR ₁ to obtain AR ₂ . Step 3
At 26, the first exciter 7 is operated with phase φR _N and amplitude AR ₂ . The detection value of the acceleration sensor 30 at this time is stored in G ₂ . In step 327, it is determined whether or not m is smaller than a predetermined value M, for example, 8. When the determination is affirmative, the routine proceeds to step 328, where ΔAR _m is calculated by the following equation.

ΔAR _m = K ₃ · (G _m-1 −G _m ) / ΔAR _m-1 where K ₃ is a positive coefficient. In step 329, A
AR _{m + 1} is obtained by adding ΔAR _m to R _m . In step 330, the first vibration exciter 7 detects the phase φR _N and the amplitude A.
It is operated at R _{m + 1} , m is incremented by 1 in step 331, and the process returns to step 327.

Steps 327 to 331 are M-
When repeated twice, the phase AR _{X at which} AR minimizes G
Regardless of whether or not has reached, the process proceeds to the next step 332. While vibrated at step 332 At step 339 the fixed first vibrator 7 phase .phi.R _N and amplitude AR _M, the second vibrator 8 to allowed to reduce the detection value G of the acceleration sensor 30 The amplitude AL is feedback-controlled based on the detection value G of the acceleration sensor 30.

[0060] At step 332, the detection value G _M of the acceleration sensor 30 when actuated the first vibrator 7 in phase .phi.R _N and amplitude AR _M is stored in the G _1. Step 3
In 33, the optimum initial step width ΔAL ₁ is set in advance.
Is added to the initial value AL ₁ to obtain AL ₂ . Step 3
At 34, the second exciter 8 is operated with the phase φL _B and the amplitude AL ₂ . The detection value of the acceleration sensor 30 at this time is stored in G ₂ . In step 335, it is determined whether or not e is smaller than a predetermined value E, for example, 4. When a positive determination is made, the routine proceeds to step 336, where ΔAL _e is calculated by the following equation.

ΔAL _e = K ₄ · (G _e-1 −G _e ) / ΔAR _e-1 where K ₄ is a positive coefficient. In step 337, A
AL _{e + 1} is obtained by adding ΔAL _e to L _e . In step 338, the second vibrator 8 detects the phase φL _B and the amplitude A.
It is operated at L _{e + 1} , e is incremented by 1 in step 339, and the process returns to step 335.

Steps 335 to 339 are E-
When it is repeated twice, the phase where AL minimizes G AL _X
Regardless of whether or not is reached, the process proceeds to the next step 340. In step 340, the detection value of the acceleration sensor 30 when the second vibrator 8 was allowed vibrated at .phi.L _B and AL _E together with the first vibrator 7 allowed to vibrate in .phi.R _N and AR _M G _E is G Stored in ₁ . Also, φR _N, φL _B, A
R _M, AL _E is the initial value _{φR 1, φL 1, AR 1} , AL 1
Stored in each of the above, and the process returns to step 300 again.

Thereafter, the above process is repeated, and φR, φL, A are set so that the detection value of the acceleration sensor 30 becomes the minimum.
Feedback control is performed on R and AL. This makes it possible to sufficiently reduce the vibration of the steering.
In this embodiment, φR, φL, AR, and AL are controlled in this order, but this order may be any order, for example, φR, AR, AL, and φL may be controlled in this order. ..

[0064]

Since each of the plurality of vibration exciters is feedback-controlled, each vibration exciter can be controlled so that the vibration reducing effect of each vibration exciter is maximized. As a result, vehicle vibration can be sufficiently reduced.

[Brief description of drawings]

FIG. 1 is a front view of a vehicle vibration reduction device.

FIG. 2 is a side view of the vehicle vibration reduction device of FIG.

FIG. 3 is an enlarged sectional view of a vibration exciter.

FIG. 4 is a diagram showing an electronic control unit.

FIG. 5 is a flowchart of a first embodiment for executing control of a vibration exciter.

FIG. 6 is a flowchart of a first embodiment for executing control of a vibration exciter.

FIG. 7 is a flowchart of a first embodiment for executing control of a vibration exciter.

FIG. 8 is a flowchart of a first embodiment for executing control of a vibration exciter.

FIG. 9 is a flowchart of a first embodiment for executing control of the vibration exciter.

FIG. 10 is a flowchart of a first embodiment for executing control of a vibration exciter.

FIG. 11 is a flowchart of a first embodiment for executing control of a vibration exciter.

FIG. 12 is a flowchart of a first embodiment for executing control of a vibration exciter.

FIG. 13 is a map of amplitude A and phase φ based on engine speed N.

FIG. 14 is a flowchart for controlling a drive circuit.

FIG. 15 is a flowchart of a second embodiment for executing control of the vibration exciter.

FIG. 16 is a flowchart of a second embodiment for executing control of the vibration exciter.

FIG. 17 is a flowchart of a second embodiment for executing control of the vibration exciter.

FIG. 18 is a flow chart of a second embodiment for executing control of the vibration exciter.

FIG. 19 is a flow chart of a second embodiment for executing control of the vibration exciter.

FIG. 20 is a diagram showing a relationship between a phase φR and a detected value G of an acceleration sensor.

[Explanation of symbols]

 7 ... 1st vibrator 8 ... 2nd vibrator 30 ... Acceleration sensor

Claims (1)

[Claims] 1. A vibration detecting means for detecting vibration of a vehicle,
A vehicle vibration reduction device comprising a plurality of vibration exciters, wherein the vibration of the vehicle is reduced by feedback controlling the vibration exciters according to the detection result of the vibration detection means. A vehicle vibration reduction device comprising a control means for feedback-controlling each one of them based on a detection result of the vibration detection means so as to reduce the vehicle vibration.