Abstract: A subframe structure being supported by a vehicle-body frame and supporting a vehicular power plant through a damping device. The subframe structure includes: a longitudinal member which extends in a front-rear direction of a vehicle and is rigidly fixed to the vehicle-body frame; a lateral member which extends in a vehicle width direction and on which at least one of the damping devices is mounted; a floating mechanism which floatingly supports the lateral member on the longitudinal member through an elastic mechanism; and a suspension arm connected to the longitudinal member.

Abstract: An active vibration isolating support apparatus reduces vibration transmitted from a reciprocating engine. The apparatus supports the engine via vibration isolating support units each of which includes an actuator. The vibration isolating units are disposed on opposite sides of a crankshaft of the engine. The apparatus includes a control unit to make the actuator extend and contract periodically depending on a vibrational state of the engine so as to reduce the transmission of engine vibrations to a vehicle body. The control unit drives the actuator of one of the vibration isolating support units to contract, the one of the vibration isolating support units being compressed by roll vibration associated with an initial explosion after a time when the engine starts, so as to reduce transmission of roll vibration in a direction which is reverse to the rotation direction of the crankshaft.

Abstract: A subframe structure being supported by a vehicle-body frame and supporting a vehicular power plant through a damping device. The subframe structure includes: a longitudinal member which extends in a front-rear direction of a vehicle and is rigidly fixed to the vehicle-body frame; a lateral member which extends in a vehicle width direction and on which at least one of the damping devices is mounted; a floating mechanism which floatingly supports the lateral member on the longitudinal member through an elastic mechanism; and a suspension arm connected to the longitudinal member.

Abstract: An active vibration isolating support apparatus reduces vibration transmitted from a reciprocating engine. The apparatus supports the engine via vibration isolating support units each of which includes an actuator. The vibration isolating units are disposed on opposite sides of a crankshaft of the engine. The apparatus includes a control unit to make the actuator extend and contract periodically depending on a vibrational state of the engine so as to reduce the transmission of engine vibrations to a vehicle body. The control unit drives the actuator of one of the vibration isolating support units to contract, the one of the vibration isolating support units being compressed by roll vibration associated with an initial explosion after a time when the engine starts, so as to reduce transmission of roll vibration in a direction which is reverse to the rotation direction of the crankshaft.

Abstract: A method includes the steps of: detecting “starter ON” by IG-SW signal (step S12); calculating an moving average value TCRKAVE of crank pulse intervals (steps S13-S17); determining engine starting when the TCRKAVE is less than or equal to a threshold value Tth (step S19); and controlling a vibration isolating support unit M based on a natural vibration frequency of the engine when engine starting is determined (steps S20-S22).

Abstract: In an acoustic control system an operation range of an active type noise control device (an ANC device) and an operation range of an active type effect sound control device (an ASC device) are exchanged in accordance with the number of working cylinders of an engine.

Abstract: The natural vibration frequency of a roll resonance which does not occur since the engine rotation number is high in a normal operation range of an engine is detected at the time of engine start or stop when the engine rotation number is lower than the normal operation range, and thus the natural vibration frequency of the roil resonance can be detected with a good accuracy.

Abstract: In an acoustic control system an operation range of an active type noise control device (an ANC device) and an operation range of an active type effect sound control device (an ASC device) are exchanged in accordance with the number of working cylinders of an engine.

Abstract: The natural vibration frequency of a roll resonance which does not occur since the engine rotation number is high in a normal operation range of an engine is detected at the time of engine start or stop when the engine rotation number is lower than the normal operation range, and thus the natural vibration frequency of the roil resonance can be detected with a good accuracy.

Abstract: A method includes the steps of: detecting “starter ON” by IG-SW signal (step S12); calculating an moving average value TCRKAVE of crank pulse intervals (steps S13-S17); determining engine starting when the TCRKAVE is less than or equal to a threshold value Tth (step S19); and controlling a vibration isolating support unit M based on a natural vibration frequency of the engine when engine starting is determined (steps S20-S22).