WO2013051118A1 - Vehicular vibration-reduction device - Google Patents
Vehicular vibration-reduction device Download PDFInfo
- Publication number
- WO2013051118A1 WO2013051118A1 PCT/JP2011/073008 JP2011073008W WO2013051118A1 WO 2013051118 A1 WO2013051118 A1 WO 2013051118A1 JP 2011073008 W JP2011073008 W JP 2011073008W WO 2013051118 A1 WO2013051118 A1 WO 2013051118A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- energy
- reduction device
- power
- vibration reduction
- Prior art date
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
- B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
- B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/30—Flywheels
- F16F15/31—Flywheels characterised by means for varying the moment of inertia
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2400/00—Special features of vehicle units
- B60Y2400/70—Gearings
- B60Y2400/72—Continous variable transmissions [CVT]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/16—Mechanical energy storage, e.g. flywheels or pressurised fluids
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the present invention relates to a vehicle vibration reduction device.
- Patent Document 1 includes an internal combustion engine, a transmission shaft that transmits output torque of the internal combustion engine to a drive shaft of the vehicle, and a transmission shaft.
- a drive system rotation fluctuation reducing device that reduces rotation fluctuation of a drive system having a transmission is disclosed.
- This drive system rotation fluctuation reducing device includes variable means for making the inertia of the transmission shaft variable, and control means for controlling the variable means.
- a damper that absorbs fluctuations in output torque is provided on the internal combustion engine side of the transmission shaft of the transmission shaft, and the variable means is disposed on the transmission side of the damper.
- the inertia of the transmission shaft is variable.
- the drive system rotation fluctuation reducing device increases the inertia of the transmission shaft on the transmission side relative to the damper, thereby suppressing the decrease in the frequency of the primary eigenvalue mode in the torsional vibration mode of the drive system.
- the drive system rotation fluctuation reducing device can reduce the drive system rotation fluctuation while suppressing a decrease in vehicle response.
- the drive system rotation fluctuation reducing device described in Patent Document 1 as described above has room for further improvement in terms of, for example, more appropriate vibration reduction.
- the present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle vibration reduction device that can appropriately reduce vibration.
- a vehicle vibration reduction device provides a power transmission device capable of transmitting rotational power from a driving source for traveling to a driving wheel from the driving source for traveling to the driving wheel.
- An inertia mass body provided in parallel to the power transmission path of the power transmission device and coupled to the rotation shaft of the power transmission device so as to transmit power, and provided on a power transmission path between the rotation shaft and the inertia mass body.
- a continuously variable transmission capable of changing the transmission ratio of the rotary shaft and changing the transmission gear ratio when changing the speed continuously. Is characterized in that the transmitted rotational power can be stored as inertial energy.
- the vehicle vibration reducing device includes a first control device that controls the continuously variable transmission, and the continuously variable transmission adjusts the rotation of the inertial mass body by changing the speed ratio.
- the inertial mass of the inertial mass body is variable, and the first control device controls the continuously variable transmission to store the inertial energy or release the inertial energy. it can.
- a rotating electrical machine provided in an input member of the continuously variable transmission, and an output member of the continuously variable transmission are provided so as to be able to transmit power to the inertia mass body.
- a pump capable of pressurizing the working fluid by power transmitted from the vehicle.
- the rotating electrical machine engaging device that is switchable between a state in which the continuously variable transmission and the rotating electrical machine are engaged so as to transmit power and a state in which the engagement is released;
- a pump engagement device capable of switching between a state where the inertial mass body and the pump are engaged so as to transmit power and a state where the engagement is released may be provided.
- the inertial energy accumulated in the inertial mass body may be converted into the kinetic energy of the vehicle, the electrical energy of the rotating electrical machine, or the pressure of the pump according to the state of the vehicle.
- a second control device capable of executing control to convert to energy can be provided.
- the gear ratio of the continuously variable transmission is reduced, the rotational speed of the inertial mass body is increased, and the inertial energy is accumulated in the inertial mass body.
- the transmission ratio of the continuously variable transmission is increased, the rotational speed of the inertial mass body is decreased, and the inertial energy accumulated in the inertial mass body is released to release the inertial energy.
- a third control device capable of executing control for regeneration by the rotating electrical machine can be provided.
- the rotating shaft is an input shaft of a main transmission that shifts rotational power transmitted from the driving source for traveling to the driving wheels, and the pump is connected to the input shaft.
- the inertial mass body is provided so as to be able to transmit power, and may be operated in accordance with a differential rotation between the input shaft and the inertial mass body.
- the vehicle vibration reduction device may include an elastic body that connects the rotating shaft and the inertia mass body.
- the vehicle vibration reduction device includes a reduction device engagement device capable of switching between a state in which the rotating shaft and the continuously variable transmission are engaged so as to be able to transmit power and a state in which the engagement is released. Can be.
- the vehicle vibration reducing device according to the present invention has an effect that vibration can be appropriately reduced.
- FIG. 1 is a schematic configuration diagram of a vehicle vibration reduction device according to the first embodiment.
- FIG. 2 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification.
- FIG. 3 is a schematic configuration diagram of the vehicle vibration reducing device according to the second embodiment.
- FIG. 4 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification.
- FIG. 5 is a schematic configuration diagram of the vehicle vibration reducing device according to the third embodiment.
- FIG. 6 is a schematic configuration diagram of the vehicle vibration reducing device according to the fourth embodiment.
- FIG. 7 is a flowchart illustrating an example of control during inertial running in the vehicle vibration reducing device according to the fourth embodiment.
- FIG. 8 is a flowchart illustrating an example of energy distribution control in the vehicle vibration reduction device according to the fourth embodiment.
- FIG. 9 is a flowchart illustrating an example of control in the vehicle vibration reduction device according to the fifth embodiment.
- FIG. 10 is a time chart for explaining an example of the operation in the vehicle vibration reducing device according to the fifth embodiment.
- FIG. 11 is a schematic configuration diagram of a vehicle vibration reducing device according to the sixth embodiment.
- FIG. 1 is a schematic configuration diagram of a vehicle vibration reduction device according to the first embodiment
- FIG. 2 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification.
- directions along the rotation axes X1, X2, X3, and X4 are referred to as axial directions, respectively, and directions orthogonal to the rotation axes X1, X2, X3, and X4, that is, axes
- the directions orthogonal to the direction are each referred to as a radial direction, and the directions around the rotation axes X1, X2, X3, and X4 are referred to as circumferential directions.
- the rotation axis lines X1, X2, X3, and X4 are referred to as a radially inner side, and the opposite side is referred to as a radially outer side.
- the vehicle vibration reduction device 1 of the present embodiment is a resonance point adjustment device that is applied to a vehicle 2 and adjusts the resonance point (resonance frequency) of the power train 3 of the vehicle 2.
- This is an NVH (Noise-Vibration-Harness, noise / vibration / harshness) countermeasure device that reduces vibration generated in the vehicle 2.
- the vehicle vibration reduction device 1 typically adjusts the resonance point of the power train 3 by adjusting the inertial mass on the driven side by making the inertial mass of the rotating body 30 as the inertial mass variable and adjusting the NVH. Can be reduced to within an allowable range.
- the vehicle vibration reduction device 1 of the present embodiment is also used as a travel energy storage device.
- the power train 3 of the vehicle 2 includes an engine 4 as an internal combustion engine that is a driving source for traveling, a power transmission device 5 that can transmit the rotational power generated by the engine 4 from the engine 4 to the drive wheels 10, and the like. Consists of including.
- the power transmission device 5 includes a clutch 6, a damper 7, a torque converter (not shown), a main transmission 8, a differential gear 9, and the like.
- the power transmission device 5 can shift the rotational power from the engine 4 by the main transmission 8 and transmit it to the drive wheels 10 of the vehicle 2.
- the engine 4, the clutch 6, the main transmission 8, and the like are controlled by an ECU 11 as a first control device.
- the vehicle 2 when the crankshaft 4a of the engine 4 is rotationally driven, the vehicle 2 is shifted in speed by the driving force being input to the main transmission 8 via the clutch 6, the damper 7, a torque converter (not shown), and the like. Etc., and can be moved forward or backward by rotating each drive wheel 10.
- the vehicle 2 is equipped with a braking device 12 that causes the vehicle 2 to generate a braking force in response to a braking operation that is a braking request operation by the driver. The vehicle 2 can be decelerated and stopped by the braking force generated by the braking device 12.
- the clutch 6 is provided between the engine 4 and the drive wheel 10 in the power transmission system, and here, between the engine 4 and the damper 7.
- Various clutches can be used as the clutch 6, and for example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used.
- the clutch 6 is, for example, a hydraulic device that is operated by a clutch oil pressure that is a hydraulic oil pressure.
- the clutch 6 is engaged with the rotation member 6a on the engine 4 side and the rotation member 6b on the drive wheel 10 side so as to be able to transmit power, and engaged with the engine 4 and the drive wheel 10 so as to be able to transmit power. It is possible to switch to the released state in which the engagement is released.
- the clutch 6 When the clutch 6 is in the engaged state, the rotating member 6 a and the rotating member 6 b are connected, and power transmission between the engine 4 and the drive wheel 10 is possible. On the other hand, when the clutch 6 is in the released state, the rotating member 6a and the rotating member 6b are disconnected, and the power transmission between the engine 4 and the drive wheel 10 is cut off.
- the clutch 6 is in a released state in which the engagement is released when the engagement force for engaging the rotation member 6a and the rotation member 6b is 0, and the half engagement state (slip state) is increased as the engagement force increases. After that, the state is completely engaged.
- the rotating member 6a is a member that rotates integrally with the crankshaft 4a.
- the rotating member 6b is a member that rotates integrally with the transmission input shaft (input shaft) 13 via the damper 7 or the like.
- the main transmission 8 changes the gear ratio (speed stage) according to the traveling state of the vehicle 2.
- the main transmission 8 is provided in a power transmission path from the engine 4 to the drive wheels 10 and can change and output rotational power transmitted from the engine 4 to the drive wheels 10.
- the main transmission 8 may be a so-called manual transmission (MT), a stepped automatic transmission (AT), a continuously variable automatic transmission (CVT), a multi-mode manual transmission (MMT), a sequential manual transmission ( A so-called automatic transmission such as SMT) or dual clutch transmission (DCT) may be used.
- a stepped automatic transmission is applied to the main transmission 8 and its operation is controlled by the ECU 11.
- the main transmission 8 shifts the rotational power input from the engine 4 to the transmission input shaft 13 through the clutch 6, the damper 7, etc., and outputs it from the transmission output shaft (output shaft) 14.
- the transmission input shaft 13 is a rotating member that receives rotational power from the engine 4 side in the main transmission 8.
- the transmission output shaft 14 is a rotating member that outputs rotational power to the drive wheel 10 side in the main transmission 8.
- the transmission input shaft 13 is capable of rotating about the rotation axis X ⁇ b> 1 as the power from the engine 4 is transmitted.
- the transmission output shaft 14 is rotatable about a rotation axis X2 parallel to the rotation axis X1 through transmission of power from the shifted engine 4.
- the main transmission 8 has a plurality of shift speeds (gear speeds) 81, 82, and 83 each assigned a predetermined speed ratio.
- any one of a plurality of speed stages 81, 82, 83 is selected by a speed change mechanism 84 including a synchronous meshing mechanism and the like, and the selected speed stages 81, 82, 83 are selected.
- the power input to the transmission input shaft 13 is shifted and output from the transmission output shaft 14 toward the drive wheel 10 side.
- the ECU 11 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface.
- the ECU 11 receives electric signals corresponding to various detection results and controls the engine 4, the clutch 6, the main transmission 8, the braking device 12, and the like according to the input detection results.
- the power transmission device 5 including the main transmission 8 and the like and the braking device 12 are hydraulic devices that are operated by the pressure (hydraulic pressure) of hydraulic oil as a medium, and the ECU 11 is connected via a hydraulic control device and the like. These operations are controlled.
- the ECU 11 controls the throttle device of the engine 4 based on the accelerator opening, the vehicle speed, etc., adjusts the throttle opening of the intake passage, adjusts the intake air amount, and responds to the change to the fuel injection amount. And the output of the engine 4 is controlled by adjusting the amount of the air-fuel mixture filled in the combustion chamber. Further, the ECU 11 controls the hydraulic control device based on, for example, the accelerator opening, the vehicle speed, and the like, and controls the operating state of the clutch 6 and the gear position (speed ratio) of the main transmission 8.
- the vehicle vibration reduction device 1 includes a rotating shaft of a power transmission device 5 that rotates when the power from the engine 4 is transmitted in the power train 3, here, the main transmission 8 that forms a drive system.
- the transmission input shaft 13 Provided on the transmission input shaft 13.
- the transmission input shaft 13 has a rotation axis X2 arranged substantially parallel to a rotation axis X3 of a reduction device rotation shaft 15 described later.
- the vibration reducing device 1 for a vehicle drives the upstream side of the damper spring 7a of the damper 7 by adjusting the inertial mass on the driven side by changing the inertial mass of the rotating body 30 as the inertial mass body.
- the balance between the inertial mass on the drive side (drive side) and the inertial mass on the driven side (drive wheel side) downstream from the damper spring 7a can be optimized according to the operating state.
- the resonance frequency can be reduced. Therefore, the vehicle vibration reduction device 1 reduces the resonance point (resonance point of the power train 3) between the driving side and the driven side, which fluctuates according to the operating state such as the rotational speed of the engine 4 and the engine torque. It can be effectively suppressed.
- the vehicle vibration reduction device 1 includes a vibration reduction device main body 20 including a rotating body 30 and an ECU 11 as a control device that controls the vibration reduction device main body 20, thereby appropriately reducing vibration. ing.
- the vibration reduction device main body 20 can appropriately change the vibration reduction characteristics according to the operating state.
- the vehicle vibration reduction device 1 typically adjusts the inertial mass of the rotating body 30 according to the state of the power train 3 as described above under the control of the ECU 11, thereby reducing the vibration of the vibration reduction device main body 20. Change characteristics.
- the vibration reduction device main body 20 of the present embodiment includes a rotating body 30 as an inertial mass body that is an inertial mass body for resonance point control, and a mechanical continuously variable transmission (continuously automatic transmission, CVT) 60. .
- the rotating body 30 is provided in parallel to the power transmission path from the engine 4 to the drive wheels 10 of the power transmission device 5 and is connected to the transmission input shaft 13 so that power can be transmitted.
- the continuously variable transmission 60 is provided in a power transmission path between the transmission input shaft 13 and the rotating body 30, and can transmit the rotational power from the transmission input shaft 13 to the rotating body 30 by shifting the rotational power.
- the gear ratio at the time of shifting can be changed steplessly.
- the rotating body 30 can accumulate the transmitted rotational power as inertial energy.
- the vehicle vibration reduction device 1 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby improving energy efficiency while achieving appropriate vibration reduction. Is realized.
- the vibration reduction device main body 20 of the present embodiment includes a reduction device rotating shaft 15, a rotating body 30, a transmission device 40, and a reduction device clutch 50 as a reduction device engaging device.
- the transmission 40 is a device that continuously changes the rotational power from the transmission input shaft 13 and transmits the rotational power to the rotating body 30, and variable inertia that variably controls the inertial mass of the rotating body 30. It is also a mass device.
- the transmission 40 according to the present embodiment includes a speed increasing device 41 that increases the rotational power transmitted from the transmission input shaft 13 to the rotating body 30 and the continuously variable transmission 60.
- the rotation shaft 15 of the reduction device rotation shaft 15 is disposed substantially parallel to the rotation axis X1 of the transmission input shaft 13.
- the reduction device rotating shaft 15 is capable of rotating about the rotation axis X3 when power is transmitted.
- the rotating body 30 is connected to the transmission input shaft 13 via a speed increaser 41, a reduction device clutch 50, a continuously variable transmission 60, and the like.
- the vibration reduction apparatus main body 20 acts as an inertia mass member for the rotary body 30 to generate an inertia mass body, that is, an inertia moment.
- the case where the inertial mass of the inertial mass body is made variable includes the case where the apparent inertial mass is made variable by making the rotation of the inertial mass body variable unless otherwise specified. Shall be.
- the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the rotating body 30 and the like act as an inertial mass body of the resonance point adjusting device.
- the vehicle vibration reduction device 1 of the present embodiment functions as a so-called flywheel in which the rotating body 30 functions as an inertial mass body for resonance point control, and further accumulates the transmitted rotational power as inertial energy. To do.
- the vehicle vibration reduction device 1 is also used as a travel energy storage device of the vehicle 2. That is, in the vehicle vibration reduction device 1, the rotator 30 is an inertial mass body and also serves as a flywheel, and the rotator 30 rotates when power is transmitted to the rotator 30. Can be stored as inertial energy.
- the vehicle vibration reducing device 1 achieves both reduction of vibration and improvement of fuel efficiency.
- the rotating body 30 is formed in a disk shape and is coupled to an output shaft 62 of a continuously variable transmission 60 described later so as to be integrally rotatable. That is, the rotating body 30 is connected to the transmission input shaft 13 through the continuously variable transmission 60, the reduction device clutch 50, the speed increaser 41, and the like so that power can be transmitted.
- the speed change device 40 changes the speed ratio when the rotational power transmitted from the transmission input shaft 13 to the rotator 30 is changed, here, the speed ratio of the continuously variable transmission 60 is changed, so that the rotator 30 rotates. Is adjusted to make the inertial mass of the rotating body 30 variable.
- the transmission 40 changes the speed ratio of the rotational power transmitted to the rotating body 30 and adjusts the rotation of the rotating body 30, thereby accumulating inertia energy in the rotating body 30 or rotating the rotating body 30. It is possible to release inertial energy from the. That is, the transmission 40 controls the transmission ratio of the continuously variable transmission 60 to adjust the rotation of the rotating body 30 to accumulate inertia energy in the rotating body 30 or to store inertia energy from the rotating body 30. Release is possible.
- the speed increaser 41 includes a drive gear 41a and a driven gear 41b having a smaller number of teeth than the drive gear 41a.
- the drive gear 41a is coupled to the transmission input shaft 13 so as to be integrally rotatable.
- the driven gear 41b is coupled to the reduction device rotating shaft 15 so as to be integrally rotatable, and meshes with the drive gear 41a.
- Rotational power transmitted from the engine 4 or the drive wheel 10 to the transmission input shaft 13 is input (transmitted) to the reduction device rotation shaft 15 via the drive gear 41a and the driven gear 41b.
- the power transmitted from the transmission input shaft 13 to the reduction device rotating shaft 15 is increased by the speed increaser 41 according to the gear ratio (gear ratio) and transmitted to the rotating body 30 side.
- the continuously variable transmission 60 is a so-called belt-type continuously variable transmission, and is provided in a power transmission path between the transmission input shaft 13 and the rotating body 30.
- the operation of the continuously variable transmission 60 is controlled by the ECU 11.
- the continuously variable transmission 60 includes an input shaft 61, an output shaft 62, a primary pulley 63 coupled to the input shaft 61 so as to be integrally rotatable, a secondary pulley 64 coupled to the output shaft 62 so as to be integrally rotatable, An endless belt 65 spanned between the pulley 63 and the secondary pulley 64 is included.
- the continuously variable transmission 60 transmits power input to the input shaft 61 from the primary pulley 63 to the secondary pulley 64 via the belt 65, and can output it from the output shaft 62.
- the input shaft 61 is a rotating member that receives rotational power from the engine 4 or the like in the continuously variable transmission 60.
- the output shaft 62 is a rotating member that outputs rotational power to the rotating body 30 side in the continuously variable transmission 60.
- the power is transmitted to the input shaft 61 and the input shaft 61 can rotate about the rotation axis X3.
- the output shaft 62 is rotatable about a rotation axis X4 that is substantially coaxial with the rotation axis X1 when power is transmitted.
- the input shaft 61 is connected to the transmission input shaft 13 through a reduction device clutch 50, a reduction device rotating shaft 15, a speed increaser 41, and the like, which will be described later, so that power can be transmitted.
- the power transmitted from the engine 4 or the like to the transmission input shaft 13 is transmitted (input) to the input shaft 61 via the speed increaser 41, the reduction device rotating shaft 15, the reduction device clutch 50, or the like.
- the output shaft 62 is coupled to the rotating body 30 so as to be integrally rotatable.
- the rotating body 30 is coupled to the output shaft 62 so as to be integrally rotatable about the rotation axis X4 as a rotation center.
- the continuously variable transmission 60 adjusts the oil pressure (primary pressure, secondary pressure) supplied to the primary sheave hydraulic chamber of the primary pulley 63 and the secondary sheave hydraulic chamber of the secondary pulley 64 from the hydraulic control device or the like according to the control of the ECU 11. In response, a speed change operation is performed and the speed ratio is changed steplessly.
- the apparent inertia mass of the rotating body 30 that is an inertial mass body is variable by the ECU 11 executing the gear ratio control of the continuously variable transmission 60 as described later. Can be controlled.
- the reduction device clutch 50 can be switched between a state in which the transmission input shaft 13 and the rotating body 30 are engaged so as to transmit power and a state in which the engagement is released.
- the reduction device clutch 50 of the present embodiment is provided in a power transmission path between the speed increaser 41 and the continuously variable transmission 60, and engages the transmission input shaft 13 and the continuously variable transmission 60 so that power can be transmitted. It is possible to switch between the engaged state and the disengaged state.
- Various clutches can be used as the reduction device clutch 50.
- a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used.
- the reduction device clutch 50 is, for example, a hydraulic device that is operated by a clutch oil pressure that is a hydraulic oil pressure.
- the reduction device clutch 50 engages the rotating member 50a on the speed increaser 41 side and the rotating member 50b on the continuously variable transmission 60 side so that power can be transmitted, and can transmit power between the speed increasing unit 41 and the continuously variable transmission 60. It is possible to switch between an engaged state engaged with and a released state released from this engagement. When the reduction device clutch 50 is in the engaged state, the rotary member 50a and the rotary member 50b are connected, and power transmission between the transmission input shaft 13 and the continuously variable transmission 60 is possible. On the other hand, when the reduction device clutch 50 is in the released state, the rotation member 50a and the rotation member 50b are disconnected, and the power transmission between the transmission input shaft 13 and the continuously variable transmission 60 is cut off.
- the reducing device clutch 50 When the engaging force for engaging the rotating member 50a and the rotating member 50b is 0, the reducing device clutch 50 is in a released state in which the engagement is released, and as the engaging force increases, the reducing device clutch 50 is in a half-engaged state (slip state). ) To complete engagement.
- the rotation member 50 a is a member that rotates integrally with the reduction device rotation shaft 15.
- the rotating member 50 b is a member that rotates integrally with the input shaft 61 of the continuously variable transmission 60.
- the reduction device clutch 50 is controlled by the ECU 11. In the present embodiment, the reduction device clutch 50 is basically in an engaged state.
- the vibration reduction device main body 20 of the present embodiment further includes a motor 66 as a rotating electrical machine and a battery 67 as a power storage device.
- the motor 66 is provided on an input shaft 61 as an input member of the continuously variable transmission 60.
- a stator as a stator is fixed to a case or the like, and a rotor as a rotor is disposed on the radially inner side of the stator and coupled to the input shaft 61 so as to be integrally rotatable.
- the motor 66 has a function (power running function) as an electric motor that converts electric power supplied from the battery 67 through an inverter or the like into mechanical power, and converts the input mechanical power into electric power and converts the electric power into electric power through the inverter or the like.
- 67 is a rotating electrical machine that also has a function (regenerative function) as a generator for charging 67.
- the motor 66 can control the rotation (speed) of the input shaft 61 as the rotor rotates.
- the driving of the motor 66 is controlled by the ECU 11.
- the ECU 11 detects from various sensors such as an accelerator opening sensor 70, a throttle opening sensor 71, a vehicle speed sensor 72, an engine speed sensor 73, an input shaft speed sensor 74, a rotating body speed sensor 75, a brake sensor 76, and the like.
- An electric signal corresponding to the detection result is input.
- the accelerator opening sensor 70 detects an accelerator opening that is an operation amount (accelerator operation amount) of the accelerator pedal by the driver.
- the throttle opening sensor 71 detects the throttle opening of the engine 4.
- the vehicle speed sensor 72 detects the vehicle speed that is the traveling speed of the vehicle 2.
- the engine speed sensor 73 detects the engine speed of the engine 4.
- the input shaft rotational speed sensor 74 detects the input shaft rotational speed of the transmission input shaft 13 of the main transmission 8.
- the rotating body rotational speed sensor 75 detects the rotational speed of the rotating body 30.
- the brake sensor 76 detects a brake pedal operation amount (brake operation amount) by the driver, for example, a master cylinder pressure
- the ECU 11 controls the reduction device clutch 50, the continuously variable transmission 60, the motor 66, and the like according to the input detection result.
- the reduction device clutch 50 is a hydraulic device that is operated by the pressure (hydraulic pressure) of hydraulic oil as a medium, and the ECU 11 controls these operations via a hydraulic control device or the like.
- the ECU 11 can detect ON / OFF of an accelerator operation that is an acceleration requesting operation for the vehicle 2 by the driver based on a detection result by the accelerator opening sensor 70.
- the ECU 11 can detect ON / OFF of a brake operation, which is a brake request operation for the vehicle 2 by the driver, based on a detection result by the brake sensor 76, for example.
- the continuously variable transmission 60 of the transmission 40 adjusts the inertial mass on the driven side while changing the inertial mass of the rotating body 30.
- the vehicle vibration reducing device 1 reduces the resonance point (resonance point of the power train 3) between the driving side and the driven side, which fluctuates according to the operating state such as the rotational speed of the engine 4 and engine torque. Can be effectively suppressed. Therefore, this vehicle vibration reduction device 1 can suppress vibration caused by the engine explosion primary generated in the power train 3, for example, and can reduce vibration noise and improve fuel consumption.
- the vehicular vibration reduction device 1 performs resonance point adjustment control by the ECU 11 controlling the gear ratio of the continuously variable transmission 60. Thereby, the vehicle vibration reduction device 1 can appropriately set the inertial mass of the vibration reduction device main body 20, and can appropriately reduce the vibration in a wider range of operation.
- the ECU 11 controls the speed ratio of the continuously variable transmission 60 and variably controls the rotation of the output shaft 62.
- the vehicle vibration reduction device 1 makes the rotation of the rotating body 30 variable and makes the inertial force acting on the rotating body 30 variable.
- the vehicle vibration reduction device 1 performs inertial mass control for variably controlling the apparent inertial mass of the inertial mass body.
- the vehicular vibration reduction device 1 increases the apparent inertial mass of the inertial mass body by increasing the rotational speed of the rotator 30, and has the same effect as when the actual inertial mass is increased. Obtainable.
- the vehicle vibration reduction device 1 can change the resonance point by adjusting the inertial mass on the driven side, and can change the vibration reduction characteristics of the vibration reduction device body 20. For example, the vehicle vibration reduction device 1 upshifts the transmission ratio of the continuously variable transmission 60 (that is, reduces the transmission ratio), increases the rotational speed of the rotating body 30, and increases the inertial mass of the rotating body 30. By doing so, the inertial mass on the driven side can be increased, thereby reducing the resonance frequency on the driven side and reducing the resonance point of the power train 3.
- the total inertial mass of the vibration reducing device main body 20 is, for example, the actual inertia of the inertial mass body of the vibration reducing device main body 20 (rotary body 30, speed increaser 41, reduction device clutch 50, continuously variable transmission 60, etc.). Includes mass, total inertia mass velocity term, total inertia mass torque term, etc.
- the total inertia mass velocity term is an apparent inertia mass obtained by changing the rotation speed of the rotating body 30 or the like in the entire vibration reduction apparatus main body 20. In other words, the total inertia mass velocity term is an apparent inertia mass in the entire vibration reduction apparatus main body 20 due to a change in the rotation speed according to the gear ratio control of the continuously variable transmission 60.
- the total inertial mass torque term is an apparent inertial mass due to a torque that acts when the rotational speed of the rotating body 30 or the like changes in the entire vibration reduction device main body 20.
- the total inertial mass torque term is an apparent inertial mass of the entire vibration reduction apparatus main body 20 due to a torque that acts when the rotational speed changes according to the transmission ratio control of the continuously variable transmission 60.
- the ECU 11 executes the gear ratio control of the continuously variable transmission 60 to adjust the total inertia mass, so that the inertia mass of the vibration reduction device body 20 is generated in the power train 3. Can be adjusted accordingly.
- the ECU 11 controls the gear ratio of the continuously variable transmission 60 based on a target control amount.
- the target control amount is a control amount corresponding to a vibration mode determined by the number of resonance points of the power train 3 that changes in accordance with the current engine speed, engine torque, gear position, and the like, the resonance frequency, and the like.
- the target control amount can be reduced by adjusting the rotation (inertial mass) of the rotating body 30 and the like to lower the resonance point with respect to the power train 3 that vibrates in each vibration mode. This is the target gear ratio.
- the vehicle vibration reduction device 1 adjusts the inertial mass of the vibration reduction device main body 20 to an appropriate inertial mass even when, for example, the resonance point (resonance frequency) in the power train 3 changes.
- the efficiency and vibration noise of the power train 3 can be controlled to be optimal.
- the continuously variable transmission 60 can change the gear ratio steplessly, the ECU 11 can seamlessly adjust the rotation of the rotating body 30 and the resonance point in a stepless manner.
- the vehicle vibration reduction device 1 can improve the vibration reduction performance, for example, the vehicle 2 can realize a comfortable traveling and, for example, turn on the lock-up clutch mechanism of the torque converter. Can be expanded, and the lockup clutch mechanism can be turned on in a relatively low rotational speed region, so that fuel efficiency can be improved.
- a vibration reduction device main body 20 including a rotating body 30 is provided in parallel with the power transmission path from the engine 4 to the drive wheels 10.
- the vibration reducing device 1 for a vehicle only needs to have a strength sufficient for the vibration reducing device main body 20 to cope with the power for the fluctuation.
- it is provided in series in the power transmission path from the engine 4 to the drive wheels 10.
- strength of each member can be made relatively low.
- the vehicle vibration reduction device 1 can suppress an increase in size and weight of the vibration reduction device body 20.
- the transmission 40 increases the rotational power from the transmission input shaft 13 by the speed increaser 41 and transmits it to the rotating body 30 side.
- the vehicle vibration reduction apparatus 1 has an actual inertial mass of the vibration reduction apparatus body 20 of 1/16 compared to the speed ratio “1”. Even so, substantially the same resonance point adjustment (resonance point control) effect can be obtained. That is, the vehicle vibration reduction device 1 can relatively reduce the actual inertial mass of the vibration reduction device main body 20 necessary for obtaining predetermined vibration reduction characteristics. Also in this respect, the vehicle vibration reduction device 1 can suppress an increase in size and weight of the vibration reduction device body 20.
- the vehicular vibration reducing device 1 suppresses the increase in size, weight, and manufacturing cost of the device and improves the mountability to the vehicle 2, the fuel efficiency performance, and the motion performance of the vehicle 2, and then appropriately vibrates. Can be reduced, and comfortable running of the vehicle 2 can be realized.
- the continuously variable transmission 60 shifts the power transmitted to the rotating body 30 at a gear ratio corresponding to the gear ratio of the main transmission 8, for example, When the gear ratio (gear stage) of the transmission 8 is changed, variable control of the inertial mass is performed in accordance with the shift state of the main transmission 8.
- the vehicular vibration reduction device 1 is a case where the resonance point (resonance frequency) in the power train 3 changes according to the shift of the main transmission 8, the engine speed, and the engine torque, for example.
- the gear ratio of the continuously variable transmission 60 is changed accordingly, and the efficiency and vibration noise of the power train 3 are adjusted by adjusting the inertial mass of the vibration reduction device body 20 to an appropriate inertial mass and adjusting the resonance point. It can be controlled to be optimal.
- the ECU 11 of the present embodiment adjusts the rotation of the rotating body 30 by controlling the gear ratio of the continuously variable transmission 60, accumulates inertia energy in the rotating body 30, or inertias from the rotating body 30. It is also possible to release energy.
- the ECU 11 controls the continuously variable transmission 60 and accumulates inertia energy in the rotating body 30 when the acceleration requesting operation for the vehicle 2 is released, that is, when the accelerator operation is OFF. Can be executed.
- the ECU 11 controls the continuously variable transmission 60 and releases the inertia energy accumulated in the rotating body 30 when the acceleration requesting operation is performed on the vehicle 2, that is, when the accelerator operation is ON. It is feasible.
- the ECU 11 controls the continuously variable transmission 60, accumulates inertia energy in the rotating body 30 when the vehicle 2 is decelerated, and releases the inertia energy accumulated in the rotating body 30 when the vehicle 2 is accelerated.
- the vibration reducing device main body 20 can accumulate the rotational power transmitted to the rotating body 30 as inertia energy in the rotating body 30 as the rotational speed of the rotating body 30 increases. At this time, the reduction device clutch 50 is in an engaged state.
- the vibration reduction device body 20 when the vehicle 2 is coasting or decelerating, the vibration reduction device body 20 is one of the differential gear 9, the transmission output shaft 14, and the plurality of shift stages 81, 82, 83 from the drive wheel 10 side.
- Rotational power is input to the input shaft 61 of the continuously variable transmission 60 through the transmission input shaft 13, the speed increaser 41, the reduction device rotation shaft 15, the reduction device clutch 50, and the like.
- the vibration reducing device main body 20 transmits the rotational power transmitted from the input shaft 61 to the rotating body 30 via the belt 65, the output shaft 62 and the like as the rotational speed of the rotating body 30 increases as described above.
- the rotary body 30 can accumulate the inertia energy.
- the vehicular vibration reduction device 1 causes the rotational speed of the rotating body 30 to increase and idle by the rotational power transmitted from the drive wheel 10 side to the rotating body 30 when the vehicle 2 is coasting or decelerating.
- the kinetic (running) energy of the vehicle 2 can be collected and accumulated by the rotating body 30.
- a braking force is generated in the driving wheel 10 of the vehicle 2 by the rotational resistance (negative rotating force) due to the inertia of the rotating body 30 acting on the driving wheel 10 in cooperation with the braking device 12 and the like.
- the vibration reduction device main body 20 can continuously change the rotational speed of the rotating body 30 by continuously changing the gear ratio of the continuously variable transmission 60, in other words, the drive wheel 10.
- the applied braking force can be continuously changed, and the deceleration of the vehicle 2 can be continuously changed.
- the vibration reduction device main body 20 of the present embodiment the rotational power increased through the speed increaser 41 or the like is input to the input shaft 61 and transmitted to the rotating body 30. For this reason, the vibration reduction apparatus main body 20 can raise the rotary body 30 sufficiently, the rotary body 30 can more efficiently collect the kinetic energy of the vehicle 2 as inertial energy, and improve the amount of stored energy. can do.
- the ECU 11 downshifts the continuously variable transmission 60 when, for example, the accelerator operation is ON and the throttle of the engine 4 is opened and the vehicle 2 is accelerated.
- the vibration reducing device main body 20 can release the inertial energy accumulated in the rotating body 30 as rotational power as the rotational speed of the rotating body 30 decreases. That is, the ECU 11 controls the continuously variable transmission 60 to reduce the rotational speed of the rotating body 30 when releasing the inertial energy from the rotating body 30.
- the vibration reducing device main body 20 releases the inertia energy accumulated in the rotating body 30 as rotational power and outputs it from the output shaft 62.
- the rotational power output from the output shaft 62 includes the belt 65, the input shaft 61 of the continuously variable transmission 60, the reduction device clutch 50, the reduction device rotation shaft 15, the speed increaser 41, the transmission input shaft 13, and a plurality of speed stages. It is transmitted to the drive wheel 10 via any one of 81, 82, 83, the transmission output shaft 14, the differential gear 9 and the like. That is, the vehicle vibration reduction device 1 releases inertial energy from the rotating body 30 when the vehicle 2 is accelerated, and drives the driving wheel 10 by the rotational power transmitted to the driving wheel 10 from the rotating body 30 side. be able to.
- the vehicle 2 generates driving force by the rotational power from the rotating body 30 acting on the driving wheels 10 in cooperation with the engine 4 and the like, and thereby the vehicle 2 is accelerated.
- the vibration reduction device body 20 can continuously change the rotation speed of the rotating body 30 by continuously changing the gear ratio of the continuously variable transmission 60, in other words, the drive wheel 10.
- the driving force acting on the vehicle 2 can be continuously changed, and the acceleration of the vehicle 2 can be continuously changed.
- the vehicle vibration reduction device 1 configured as described above accumulates energy (inertial kinetic energy of the rotary body 30) in the vibration reduction device body 20 including the rotary body 30, and releases the energy as necessary. Therefore, the fuel efficiency can be improved.
- the vehicle vibration reduction device 1 appropriately performs, for example, the function as the resonance point adjustment device of the vibration reduction device body 20 and the function as the travel energy storage device of the vehicle 2 according to the state of the vehicle 2.
- the vibration reduction device body 20 can reduce NVH as the resonance point adjustment device according to the driving state.
- the vehicle vibration reduction device 1 can store energy (inertia (kinetic) energy) as the energy storage device in the driving region such as when the vehicle 2 is coasting or decelerating. The stored energy can be appropriately released in cooperation with the output of the engine 4.
- the vehicle vibration reduction device 1 is capable of finely and continuously adjusting the rotation of the rotating body 30 and adjusting the inertial mass with the continuously variable transmission 60. Therefore, the vehicle vibration reduction device 1 can perform the resonance point adjustment in detail and more accurately according to the situation, and more smoothly accumulate the inertia energy in the rotator 30, and the inertia energy from the rotator 30. Emission can be performed, and energy storage and emission efficiency can be increased.
- the ECU 11 controls the motor 66 to be in a no-load state when accumulating energy in the rotating body 30, so that the kinetic (running) energy of the vehicle 2 is obtained by the gear ratio control of the continuously variable transmission 60.
- the rotating body 30 can efficiently accumulate mechanical energy. That is, in the vehicle vibration reduction device 1, since the vibration reduction device main body 20 accumulates mechanical rotational energy in the rotating body 30 via the continuously variable transmission 60, most of the kinetic energy of the vehicle 2 is converted into electric energy. It is possible to convert the rotational energy into mechanical rotational energy with good conversion efficiency (low conversion loss) and store it in the rotating body 30.
- the vehicle vibration reduction device 1 is compared with a configuration in which, for example, the rotation element of the planetary gear mechanism is controlled using a brake or the like to adjust the rotation of the rotating body 30 and accumulate energy in the rotating body 30.
- the vehicle vibration reduction device 1 can suppress energy loss at the vibration reduction device body 20 and can improve the efficiency as an energy storage body. As a result, the vehicle vibration reduction device 1 can improve energy efficiency and improve fuel efficiency.
- the ECU 11 of the present embodiment uses the motor 66 as a generator according to the situation, and controls the motor 66 by braking (power generation), thereby generating electric power by the rotational power transmitted to the input shaft 61 by the motor 66. Then, regenerative kinetic energy may be converted into electric energy and stored in the battery 67. That is, this vehicle vibration reduction device 1 distributes, accumulates, and uses the kinetic energy of the vehicle 2 as appropriate according to the situation into mechanical energy in the rotating body 30 and electrical energy in the motor 66 and the battery 67. Can do. As a result, the vibration reducing device for a vehicle 1 can accumulate energy in a more appropriate form depending on the situation in the vibration reducing device main body 20.
- the vehicle vibration reduction device 1 drives the inertial mass bodies such as the continuously variable transmission 60 and the rotating body 30 by the ECU 11 controlling the reduction device clutch 50 according to the state of the vehicle 2 to be in the released state. It can be separated from the system. As a result, the vehicle vibration reduction device 1 can reduce the inertial mass of the drive system as necessary, for example, when the resonance point adjustment of the vibration reduction device main body 20 is not necessary. 2 acceleration can be improved.
- the vehicle vibration reduction device 1 uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved.
- the vehicle vibration reduction device 1 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby achieving an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
- the continuously variable transmission 60 described above has been described as a belt-type continuously variable transmission.
- the present invention is not limited to this.
- the continuously variable transmission 60 is a traction drive transmission such as a toroidal continuously variable transmission. There may be.
- the vehicle vibration reducing device 1 described above is, as shown in FIG. 2, a vehicle equipped with a main transmission 8 ⁇ / b> A configured by a belt-type continuously variable transmission of the same type as the continuously variable transmission 60. It may be applied to 2A.
- the power train 3 may be configured not to include the clutch 6.
- the vibration reducing device main body 20 has been described as including the reducing device clutch 50.
- the present invention is not limited to this, and a configuration without the reducing device clutch 50 may be used.
- the vibration reduction device main body 20 has been described as including the motor 66 and the battery 67.
- the configuration is not limited thereto, and the motor 66 and the battery 67 may be omitted.
- FIG. 3 is a schematic configuration diagram of a vehicle vibration reduction device according to the second embodiment
- FIG. 4 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification.
- the vehicle vibration reducing device according to the second embodiment is different from the first embodiment in that it includes an elastic body.
- action, and effect which are common in embodiment mentioned above, the overlapping description is abbreviate
- the vibration reduction device main body 220 includes a spring 271 as an elastic body.
- the vibration reduction apparatus main body 220 of this embodiment functions not as a resonance point adjustment apparatus but as a so-called dynamic damper.
- the vehicle vibration reduction device 201 of the present embodiment is a so-called dynamic damper (dynamic vibration absorber) that reduces vibrations using the anti-resonance principle with respect to the resonance point (resonance frequency) of the power train 3 of the vehicle 2.
- This is an NVH countermeasure device that reduces the vibration generated in the vehicle 2.
- the inertia mass body has an antiphase with respect to vibration of a specific frequency acting on the inertia mass body of the vibration reduction device main body 220 via the spring 271 as an elastic body from the transmission input shaft 13. This vibration is damped (absorbed) and suppressed.
- the vehicular vibration reduction device 201 is highly effective in that the inertial mass body resonantly vibrates and absorbs vibration energy instead of the vibration of a specific frequency acting on the vibration reduction device body 220, and absorbs the vibration.
- a vibration effect (dynamic damper effect) can be achieved.
- the vehicle vibration reduction device 201 can reduce the vibration of the power train 3 and reduce the NVH to within an allowable range by applying a vibration having a phase opposite to that generated in the vibration system.
- the vehicle vibration reduction device 201 of the present embodiment is also used as a travel energy storage device.
- the vehicle vibration reducing device 201 includes the vibration reducing device main body 220 as a dynamic damper and the ECU 11 as a control device for controlling the vibration reducing device main body 220, thereby appropriately reducing vibration.
- the vibration reducing device main body 220 can appropriately change the damper characteristic as a dynamic damper according to the operating state.
- the vehicle vibration reduction device 201 typically changes the damper characteristic by changing the natural frequency of the vibration reduction device main body 220 according to the state of the power train 3 under the control of the ECU 11.
- the vehicle vibration reduction device 201 reduces the rotational fluctuation of the drive system, and enables, for example, the use of an efficient driving region with low engine speed and high load when the vehicle 2 is traveling.
- the vibration reduction device main body 220 of the present embodiment includes a reduction device rotating shaft 15, a rotating body 30, a transmission 40 including a continuously variable transmission 60, a reduction device clutch 50, a motor 66, a battery, and the like. 67, and a spring holding mechanism 270 configured to include the spring 271.
- the vibration reduction device main body 220 is elastically supported with the rotating body 30 connected to the transmission input shaft 13 via a spring 271.
- the spring 271 acts as a member for adjusting the torsional rigidity of the dynamic damper
- the rotating body 30 and the like act as an inertia mass member for generating an inertia moment in the dynamic damper.
- the vehicle vibration reduction device 201 of the present embodiment functions as a so-called flywheel in which the rotating body 30 functions as an inertial mass body of a dynamic damper and further accumulates the transmitted rotational power as inertial energy.
- the vibration reduction device main body 220 the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the motor 66, the rotating body 30, and the like generate an inertia mass body of the dynamic damper, that is, an inertia moment. Acting as an inertia mass member.
- the spring holding mechanism 270 holds the spring 271.
- the spring holding mechanism 270 rotates in a rotational direction between a rotating member 272 coupled to the transmission input shaft 13 so as to be integrally rotatable and a rotating member 273 coupled to the drive gear 41a of the speed increasing device 41 so as to be integrally rotated.
- a spring 271 is held along.
- a plurality of springs 271 are held along the circumferential direction by a rotating member 272 and a rotating member 273 coaxial with the rotation axis X1.
- the plurality of springs 271 are held so as to be interposed between the rotation member 272 and the rotation member 273 with respect to the rotation direction (circumferential direction).
- the spring 271 elastically supports the rotating body 30, here the drive gear 41a of the speed increaser 41, on the transmission input shaft 13. More specifically, the spring 271 connects the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the motor 66, and the rotating body 30 that function as an inertia mass body in the vibration reduction device main body 220 to the transmission input shaft. 13 is elastically supported. That is, the spring 271 is interposed in the power transmission path between the transmission input shaft 13 and the rotating body 30, and connects the transmission input shaft 13 and the rotating body 30 so as to be relatively rotatable. In other words, the rotating body 30 is elastically supported by the transmission input shaft 13 by the spring 271 via the continuously variable transmission 60, the reduction device clutch 50, the reduction device rotating shaft 15, the speed increasing device 41, and the like.
- the power (fluctuation component) transmitted from the engine 4 or the like to the transmission input shaft 13 is transmitted from the transmission input shaft 13 to the drive gear 41a through the rotation member 272, the spring 271 and the rotation member 273 in this order.
- the spring 271 is elastically deformed according to the magnitude of the power transmitted between the transmission input shaft 13 and the drive gear 41a while being held by the spring holding mechanism 270.
- the vehicular vibration reduction device 201 configured as described above includes an inertial mass body (speed increaser 41, reduction device clutch 50, continuously variable transmission) of the vibration reduction device main body 220 from the transmission input shaft 13 via a spring 271. 60, the motor 66, the rotating body 30 and the like), the inertial mass body vibrates in an opposite phase to cancel and suppress (suppress) the vibration. . Therefore, the vehicle vibration reduction device 201 can suppress, for example, vibration caused by the engine explosion primary generated in the power train 3, and can reduce vibration noise and improve fuel consumption.
- the vehicular vibration reduction device 201 performs vibration suppression control by the ECU 11 controlling the gear ratio of the continuously variable transmission 60, so that the vibration of the opposite phase in the vibration reduction device main body 220 is generated by the power train 3. It can be set as appropriate according to the generated vibration, and the vibration can be appropriately reduced in a wider range of operation.
- the ECU 11 controls the speed ratio of the continuously variable transmission 60 and variably controls the rotation of the output shaft 62.
- the vehicle vibration reduction device 201 makes the rotation of the rotating body 30 variable and makes the inertial force acting on the rotating body 30 variable.
- the vehicle vibration reduction device 201 performs inertial mass control for variably controlling the apparent inertial mass of the inertial mass body.
- the vehicle vibration reduction device 201 can change the resonance point with respect to a fixed spring constant, change the natural frequency of the vibration reduction device main body 220, and change the damper characteristics. be able to.
- the ECU 11 executes the gear ratio control of the continuously variable transmission 60 and adjusts the total inertia mass Ia, so that the natural frequency fa of the vibration reduction device main body 220 is set to the power train 3. It can be adjusted appropriately according to the generated vibration.
- the ECU 11 controls the gear ratio of the continuously variable transmission 60 based on a target control amount.
- the target control amount is a control amount corresponding to a vibration mode determined by the number of resonance points of the power train 3 that changes in accordance with the current engine speed, engine torque, gear position, and the like, the resonance frequency, and the like.
- the target control amount is, for example, the vibration of the power train 3 that vibrates in each vibration mode by adjusting the rotation (inertial mass) of the rotating body 30 and the like using the anti-resonance principle in the vibration reducing device main body 220. Is the target gear ratio that can realize the natural frequency fa that can be reduced.
- the vehicular vibration reducing apparatus 201 sets the natural frequency fa of the vibration reducing apparatus main body 220 to an appropriate natural frequency even when, for example, the resonance point (resonance frequency) in the power train 3 changes. It can be adjusted to fa and can be changed to an appropriate damper characteristic, and can be controlled so that the efficiency and vibration noise of the power train 3 are optimized, and vibration can be suppressed appropriately while suppressing deterioration of fuel consumption.
- the vehicle vibration reduction device 201 is provided with a vibration reduction device main body 220 including the rotating body 30 in parallel with the power transmission path from the engine 4 to the drive wheels 10, and the transmission 40 is connected to the transmission input shaft 13. Is increased by the speed increaser 41 and transmitted to the rotating body 30 side.
- the vehicle vibration reduction device 201 suppresses an increase in the size, weight, and manufacturing cost of the device and improves the mountability to the vehicle 2, the fuel efficiency performance, and the motion performance of the vehicle 2, and then appropriately vibrates. Can be reduced, and comfortable running of the vehicle 2 can be realized.
- the vehicular vibration reducing device 201 is, for example, a case where the resonance point (resonance frequency) in the power train 3 changes in accordance with the shift of the main transmission 8, the engine speed, and the engine torque. Accordingly, the transmission ratio of the continuously variable transmission 60 is changed, and the power train is adjusted by adjusting the inertial mass of the vibration reducing device body 20 to an appropriate inertial mass and adjusting the natural frequency fa of the vibration reducing device body 220. It is possible to control so that the efficiency of 3 and vibration noise are optimized.
- the continuously variable transmission 60 is a continuously variable transmission, the ECU 11 can finely and continuously adjust the rotation of the rotating body 30 and the natural frequency fa in a stepless manner.
- the ECU 11 of the present embodiment adjusts the rotation of the rotating body 30 by controlling the gear ratio of the continuously variable transmission 60, accumulates inertia energy in the rotating body 30, or inertias from the rotating body 30. It is also possible to release energy. Therefore, the vehicle vibration reducing device 201 can accumulate energy (inertial kinetic energy of the rotating body 30) in the vibration reducing device main body 220 including the rotating body 30, and can release the energy as necessary. The performance can be improved.
- the vehicle vibration reduction device 201 appropriately uses, for example, the function as the dynamic damper of the vibration reduction device main body 220 and the function as the travel energy storage device of the vehicle 2 according to the state of the vehicle 2. It is possible to achieve both reduction of vibration and improvement of fuel efficiency.
- the vehicle vibration reduction device 201 can finely and continuously adjust the rotation of the rotating body 30 and the inertial mass with the continuously variable transmission 60. Therefore, the vehicular vibration reducing device 201 can adjust the natural frequency in more detail and more accurately according to the situation, more smoothly accumulate inertia energy in the rotator 30, and inertia from the rotator 30. Energy can be released, and energy storage and emission efficiency can be extremely increased.
- the vehicle vibration reduction device 201 since the vibration reduction device main body 220 accumulates mechanical rotational energy in the rotating body 30 via the continuously variable transmission 60, the vehicle vibration reduction device 201 causes energy loss in the vibration reduction device main body 220. It can suppress, and the efficiency as an energy storage body can be improved. As a result, the vehicle vibration reducing apparatus 201 can improve energy efficiency and improve fuel efficiency.
- the vehicle vibration reduction device 201 uses a function as a vibration reduction device (dynamic damper) and a function as a travel energy storage device in accordance with the state of the vehicle 2 to reduce vibration. Both reduction and improvement in fuel efficiency can be achieved.
- the vehicle vibration reduction device 201 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
- the vehicle vibration reducing device 201 described above is a belt-type continuously variable transmission of the same type as the continuously variable transmission 60, as shown in FIG.
- the present invention may be applied to a vehicle 2A equipped with a main transmission 8A configured as described above.
- FIG. 5 is a schematic configuration diagram of the vehicle vibration reducing device according to the third embodiment.
- the vehicle vibration reducing device according to the third embodiment is different from the first embodiment in that it includes a pump.
- the vibration reduction device body 20 includes an oil pump (pump) 380.
- the oil pump 380 is provided on an output shaft 62 as an output member of the continuously variable transmission 60 so that power can be transmitted to the rotating body 30.
- the oil pump 380 is a mechanical pump that can pressurize oil as a working fluid by the power transmitted from the rotating body 30.
- the oil pump 380 is connected to the rotating body 30 via a pump clutch 381 as a pump engagement device so that power can be transmitted.
- the pump clutch 381 is provided in a power transmission path between the rotator 30 and the oil pump 380, and switches between a state where the rotator 30 and the oil pump 380 are engaged so that power can be transmitted and a state where the engagement is released.
- Various clutches can be used as the pump clutch 381, and for example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used.
- the pump clutch 381 is, for example, a hydraulic device that is operated by clutch hydraulic pressure that is hydraulic pressure of hydraulic oil.
- the pump clutch 381 is in an engaged state in which the rotating member 381a on the rotating body 30 side and the rotating member 381b on the oil pump 380 side are engaged so as to be able to transmit power, and the rotating body 30 and the oil pump 380 are engaged so as to be able to transmit power. And a released state in which this engagement is released.
- the pump clutch 381 is in the engaged state, the rotating member 381a and the rotating member 381b are connected, and power transmission between the rotating body 30 and the oil pump 380 is possible.
- the pump clutch 381 is in the released state, the rotating member 381a and the rotating member 381b are disconnected, and the power transmission between the rotating body 30 and the oil pump 380 is cut off.
- the pump clutch 381 is in a released state where the engagement is released when the engaging force for engaging the rotating member 381a and the rotating member 381b is 0, and a half-engaged state (slip state) as the engaging force increases. It will be in a complete engagement state via.
- the rotating member 381a is a member that is coupled to an extension shaft 331 that rotates integrally with the rotating body 30 around the rotation axis X4 as a center of rotation.
- the rotating member 381b is a member that is coupled to a pump shaft 382 that rotates integrally with the pump impeller of the oil pump 380 about the rotation axis X4 as a center of rotation.
- the pump clutch 381 is controlled by the ECU 11.
- the motor 66 is disposed on the input shaft 61 side and the oil pump 380 is disposed on the output shaft 62 side via the continuously variable transmission 60 with the rotating body 30 that accumulates rotational energy as a reference.
- the vibration reducing device main body 20 is connected to the rotating body 30, the motor 66, and the pump clutch 381 so as to be able to transmit power to each other around the rotating body 30.
- the vehicular vibration reducing apparatus 301 configured as described above has an extension shaft from the rotating body 30 when mechanical rotating energy is accumulated in the rotating body 30 and the pump clutch 381 is engaged. 331, power is transmitted to the pump shaft 382 via the pump clutch 381.
- the oil pump 380 is driven in synchronization with the rotation of the rotating body 30 by the power transmitted to the pump shaft 382, and sucks, pressurizes, and pressurizes oil stored in the oil pan.
- the oil pump 380 can pump the pressurized and pressurized oil toward the hydraulic control device, the lubrication part of the power train 3, and the like. That is, the oil pump 380 can convert the rotational power from the rotating body 30 into pressure energy of the working fluid, that is, hydraulic energy.
- the ECU 11 of this embodiment is also used as the second control device. That is, the ECU 11 changes the inertia energy (rotational energy) accumulated in the rotator 30 according to the state of the vehicle 2, the kinetic energy of the vehicle 2, the electrical energy of the motor 66, or the hydraulic energy (pressure) of the oil pump 380. It is possible to execute control for conversion to energy.
- the state of the vehicle 2 includes the traveling state of the vehicle 2, various energy states in the rotating body 30, the motor 66, the oil pump 380, and the like.
- the vehicle vibration reduction device 301 can convert the mechanical rotational energy accumulated in the rotating body 30 into pressure (hydraulic) energy of the oil pump 380 as necessary. Furthermore, this vehicle vibration reduction device 301 converts the mechanical rotational energy accumulated in the rotating body 30 into an energy form of movement, electricity, or hydraulic pressure (pressure) according to the state of the vehicle 2. can do. As a result, the vehicle vibration reduction device 301 can store energy in a more appropriate format according to the situation in the vibration reduction device main body 20, and the energy stored in the rotating body 30 can be stored as electric energy, hydraulic energy, motion Each form of energy can be extracted.
- the ECU 11 is in a traveling state in which energy is accumulated in the rotator 30 and the accelerator operation of the vehicle 2 is turned off, the operation of the engine 4 is stopped accordingly, and the engine 4 does not output power.
- the pump clutch 381 is engaged.
- the oil pump 380 is driven by the power transmitted from the rotating body 30, and can suck, pressurize, and pressurize the oil and pump the oil toward each part of the hydraulic control device and the power train 3.
- the ECU 11 suppresses fuel consumption by, for example, disengaging the clutch 6 and disconnecting the engine 4 from the power transmission device 5 and stopping the operation of the engine 4 while the vehicle 2 is coasting (so-called free-run S & S traveling).
- the vehicle 2 can be in a state where the loss of kinetic energy of the vehicle 2 due to the running resistance of the power train 3 is suppressed as much as possible, and the fuel efficiency can be improved.
- the vehicle vibration reduction device 301 is accumulated in the rotating body 30 as the oil pump 380 is driven by the power from the rotating body 30 as described above even when the operation of the engine 4 is stopped.
- the mechanical rotational energy can be converted into the hydraulic energy of the oil pump 380 as necessary, and the hydraulic system of the vehicle 2 can be operated appropriately.
- the ECU 11 can also control the vibration reduction device main body 20 as an auxiliary device drive device independent from the power train 3 by controlling the reduction device clutch 50 and releasing it at an early stage.
- the vehicle vibration reducing device 301 can be applied to the rotating body 30 even when the operation of the engine 4 is stopped, the vehicle 2 is traveling at a low vehicle speed, the vehicle 2 is stopped, or the like.
- Auxiliary machinery such as the motor 66 and the oil pump 380 can be driven by the accumulated energy, whereby the hydraulic system and electrical system of the vehicle 2 can be properly operated.
- the vehicle vibration reducing device 301 uses the motor 66 as an electric motor to drive and control the oil pump 380 with the power from the motor 66. It can also be driven. That is, the vehicle vibration reducing device 301 can also use the oil pump 380 as an electric pump.
- the vehicle vibration reduction device 301 uses the vibration reduction device main body 20 as an auxiliary machine drive device independent of the power train 3 as described above. For example, even if the vehicle 2 is in an extremely low speed state, the free-run S & S Driving can be realized, and power for moving devices necessary for driving the vehicle 2, such as auxiliary equipment, can be taken out in any form.
- the vehicle vibration reduction device 301 can arbitrarily store the energy accumulated in the rotating body 30 not only when the engine 4 is operating (during driving) but also when the engine 4 is stopped (not driving). It can be extracted in the form (motion, electricity, hydraulic) and ratio. As a result, the vehicle vibration reduction device 301 can not only ensure the hydraulic pressure during inertial traveling and the power supply during free-run S & S traveling, but also improve the efficiency of using the deceleration energy of the vehicle 2 and greatly improve fuel efficiency. Can be made.
- the vehicle vibration reduction device 301 uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved.
- the vehicle vibration reduction device 301 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
- FIG. 6 is a schematic configuration diagram of the vehicle vibration reduction device according to the fourth embodiment
- FIG. 7 is a flowchart illustrating an example of control during inertial running in the vehicle vibration reduction device according to the fourth embodiment
- FIG. 14 is a flowchart illustrating an example of energy distribution control in the vehicle vibration reducing device according to the fourth embodiment.
- the vehicle vibration reducing device according to the fourth embodiment is different from the third embodiment in the content of the control.
- the vibration reduction device main body 20 further includes a motor clutch 468 as a rotating electrical machine engaging device.
- the motor clutch 468 is provided in a power transmission path between the input shaft 61 of the continuously variable transmission 60 and the motor 66, and engages with the state in which the continuously variable transmission 60 and the motor 66 are engaged so as to be able to transmit power. It is possible to switch to the released state.
- Various clutches can be used as the motor clutch 468.
- a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used.
- the motor clutch 468 is, for example, a hydraulic device that is operated by clutch hydraulic pressure that is hydraulic pressure of hydraulic oil.
- the motor clutch 468 is an engagement that engages the rotating member 468a on the continuously variable transmission 60 side and the rotating member 468b on the motor 66 side so as to be able to transmit power, and engages the continuously variable transmission 60 and the motor 66 so as to be able to transmit power. It is possible to switch between a combined state and a released state in which this engagement is released.
- the motor clutch 468 is in the engaged state, the rotating member 468a and the rotating member 468b are connected, and power transmission between the continuously variable transmission 60 and the motor 66 is possible.
- the motor clutch 468 is in the released state, the rotating member 468a and the rotating member 468b are disconnected, and the power transmission between the continuously variable transmission 60 and the motor 66 is cut off.
- the motor clutch 468 is in a released state in which the engagement is released when the engaging force for engaging the rotating member 468a and the rotating member 468b is 0, and the semi-engaged state (slip state) as the engaging force increases. It will be in a complete engagement state via.
- the rotation member 468a is a member coupled to the input shaft 61 so as to be integrally rotatable about the rotation axis X3.
- the rotating member 468b is a member that is coupled to a rotor shaft 469 that rotates integrally with the rotor of the motor 66 around the rotation axis X3 as a center of rotation.
- the motor clutch 468 is controlled by the ECU 11.
- the ECU 11 of the present embodiment grasps the state of the vehicle 2, typically various energy states in the rotating body 30, the motor 66, and the oil pump 380, and accumulates in the rotating body 30 according to these various energy states. Control that converts inertial energy (rotational energy) into kinetic energy of the vehicle 2, electrical energy of the motor 66, or hydraulic energy of the oil pump 380 can be executed.
- the ECU 11 receives, for example, an oil pressure signal from the oil pump 380 and an electric signal corresponding to a battery state signal (for example, an SOC signal) from the battery 67, and in response to this, a power instruction and power generation are transmitted to the vibration reduction device body 20. Instructions, oil pressure generation instructions, etc. are output.
- the ECU 11 functions as an energy state determination device and monitors each energy state.
- the ECU 11 acquires vehicle information based on detection results from various sensors (ST1).
- the ECU 11 is, for example, based on the detection results by the accelerator opening sensor 70, the throttle opening sensor 71, the engine speed sensor 73, the vehicle speed sensor 72, the operation state of the torque converter, the main transmission 8, the oil pump 380, the battery 67, and the like.
- Vehicle information is acquired based on this.
- the ECU 11 includes, as vehicle information, information on the current gear stage of the main transmission 8, throttle opening (accelerator opening), engine speed, lockup state, vehicle speed, etc., oil pressure information of the oil pump 380, battery 67 Power storage information and the like are acquired.
- the vehicle information may include a steering angle of a steering wheel, ON / OFF states of various switches, and the like.
- the ECU 11 acquires the throttle opening corresponding to the detection results of various sensors, and determines whether or not the throttle opening is larger than 0 (ST2).
- the ECU 11 determines that the throttle opening is larger than 0 (ST2: Yes)
- the ECU 11 ends the current control cycle and shifts to the next control cycle.
- the ECU 11 determines whether the operation of the engine 4 is stopped and the clutch 6 is in a released state (Eng: OFF, Cm: OFF). (ST3).
- the ECU 11 determines that the hydraulic pressure flag is ON (ST4: Yes), that is, when it is determined that the hydraulic pressure of the hydraulic system is sufficient, the power flag (power satisfaction signal) based on the storage information of the battery 67 and the like. Whether or not is ON is determined (ST5).
- the ECU 11 determines that the power flag is ON (ST5: Yes), that is, when it is determined that the electric power of the electric system is sufficient, the rotational speed Nif0 of the rotating body 30 according to the detection results of various sensors. Is determined and it is determined whether or not the rotational speed Nif0 of the rotating body 30 is greater than a preset maximum rotational speed Nifm (ST6). Thereby, the ECU 11 can distinguish between the rotational energy accumulation by the rotating body 30 and the electric energy accumulation by the motor 66.
- the maximum rotation speed Nifm that can be rotated corresponds to the highest rotation speed of the rotating body 30 that can be practically used in the vehicle vibration reduction device 401. For example, the vibration reduction performance of the vehicle vibration reduction device 401, the specifications of each part, etc. It is set in advance accordingly.
- the ECU 11 determines that the rotation speed Nif0 of the rotating body 30 is greater than the maximum rotation speed Nifm (ST6: Yes), the motor clutch 468 is engaged (Cmg: ON), and the motor 66 absorbs braking force. Perform (ST7). That is, the ECU 11 performs braking (power generation) control of the motor 66 to generate and regenerate the rotative power transmitted to the input shaft 61 by the motor 66, thereby converting the kinetic energy of the vehicle 2 into electric energy and the battery 67. To end the current control cycle and shift to the next control cycle.
- braking power generation
- the ECU 11 determines that the rotation speed Nif0 of the rotating body 30 is equal to or lower than the maximum rotation speed Nifm (ST6: No)
- the ECU 11 performs braking force absorption control by the rotating body 30 (ST8). That is, the ECU 11 controls the continuously variable transmission 60 to control the rotation of the rotating body 30 to increase the speed, thereby converting the kinetic energy of the vehicle 2 into rotational energy and storing it in the rotating body 30, and setting the current control cycle. End and shift to the next control cycle.
- the ECU 11 determines in ST4 that the hydraulic pressure flag is not ON (ST4: No), that is, if the hydraulic pressure in the hydraulic system is determined to be insufficient, the ECU 11 sets the pump clutch 381 to the engaged state (Cp: ON). Then, the oil pump 380 is operated by the power from the rotating body 30 or the power from the motor 66 to ensure the hydraulic pressure of the hydraulic system (ST9).
- the ECU 11 acquires the vehicle speed V corresponding to the detection results of various sensors, and determines whether or not the vehicle speed V is greater than a preset reference vehicle speed V0 (ST10).
- the ECU 11 determines that the vehicle speed V is greater than the reference vehicle speed V0 (ST10: Yes)
- the ECU 11 sets the reduction device clutch 50 to the engaged state (Cd: ON) (ST11), ends the current control cycle, and performs the next control. Transition to the cycle.
- the ECU 11 determines that the vehicle speed V is equal to or less than the reference vehicle speed V0 (ST10: No)
- the ECU 11 sets the reduction device clutch 50 in the released state (Cd: OFF) (ST12), thereby causing the vibration reduction device main body 20 to move.
- the auxiliary drive device is independent from the power train 3, the current control cycle is terminated, and the next control cycle is started.
- the reference vehicle speed V0 is appropriately set as a vehicle speed in a low vehicle speed range in advance according to actual vehicle evaluation or the like.
- the motor clutch 468 is brought into the engaged state (Cmg: ON).
- the motor 66 is operated as a generator by the power from the rotating body 30 or the power from the drive wheel 10 side to secure electric power (ST13), and the process proceeds to ST10.
- the ECU 11 determines in ST3 that the operation of the engine 4 is stopped and the clutch 6 is not in the disengaged state (ST3: No)
- the ECU 11 acquires the rotational speed Nif0 of the rotating body 30 according to the detection results of various sensors. Then, it is determined whether or not the rotational speed Nif0 of the rotating body 30 is larger than the maximum rotational speed Nifm that can be rotated (ST14).
- the ECU 11 determines that the rotational speed Nif0 of the rotating body 30 is greater than the maximum rotational speed Nifm that can be rotated (ST14: Yes)
- the motor clutch 468 is engaged (Cmg: ON) and the motor 66 is in the same manner as ST7.
- ST15 To absorb the braking force (ST15), end the current control cycle, and shift to the next control cycle.
- the ECU 11 determines that the rotational speed Nif0 of the rotating body 30 is equal to or less than the maximum rotational speed Nifm (ST14: No)
- the ECU 11 performs the braking force absorption control by the rotating body 30 (ST16), as in ST8.
- the control cycle ends, and the process proceeds to the next control cycle.
- the ECU 11 compares the rotational energy of the rotating body 30, the stored electrical energy of the battery 67, and the hydraulic energy state of the oil pump 380, and performs control so as to satisfy the insufficient energy form.
- the ECU 11 may prioritize the hydraulic energy first, and then satisfy the shortage with priority in the order of stored electric energy and rotational energy.
- the ECU 11 measures the hydraulic energy Qp by the oil pump 380 based on the rotation speed, discharge pressure, discharge amount, etc. of the oil pump 380 (ST21), and the hydraulic energy Qp is larger than a preset shortage determination threshold Q1. Is determined (ST22).
- the shortage determination threshold Q1 is set in advance according to the specifications of each part of the hydraulic system.
- the ECU 11 determines that the hydraulic energy Qp is greater than the shortage determination threshold Q1 (ST22: Yes)
- the ECU 11 sets the hydraulic energy rank Dp to “1” which means that the hydraulic energy Qp is sufficient (ST23)
- the control cycle ends, and the process proceeds to the next control cycle.
- the ECU 11 determines whether the hydraulic energy Qp is greater than a preset small shortage determination threshold value Q2 (ST24).
- the slight shortage determination threshold Q2 is a value smaller than the shortage determination threshold Q1, and is set in advance according to the specifications of each part of the hydraulic system.
- the ECU 11 determines that the hydraulic energy Qp is larger than the slight shortage determination threshold Q2 (ST24: Yes)
- the ECU 11 sets the hydraulic energy rank Dp to “2” which means that the hydraulic energy Qp is slightly short (ST25).
- the stored electrical energy Qb of the battery 67 is measured (ST26).
- the ECU 11 determines whether or not the stored electrical energy Qb is greater than a preset shortage determination threshold Q3 (ST27).
- the shortage determination threshold Q3 is set in advance according to the specifications of each part of the electrical system.
- the ECU 11 determines that the stored electrical energy Qb is greater than the shortage determination threshold Q3 (ST27: Yes)
- the ECU 11 sets the stored electrical energy rank Df to “1” which means that the stored electrical energy Qb is sufficient (ST28). ), End the current control cycle, and shift to the next control cycle.
- the ECU 11 determines whether or not the stored electrical energy Qb is greater than a preset slight shortage determination threshold Q4 (ST29).
- the slight deficiency determination threshold Q4 is a value smaller than the deficiency determination threshold Q3, and is set in advance according to the specifications of each part of the electrical system.
- the stored electrical energy rank Df is set to “2” which means that the stored electrical energy Qb is slightly insufficient. Then, the rotational energy Qw of the rotating body 30 is measured based on the gear ratio of the continuously variable transmission 60, the rotational speed of the rotating body 30, and the like (ST31).
- the ECU 11 determines whether or not the rotational energy Qw is greater than a preset shortage determination threshold Q5 (ST32).
- the deficiency determination threshold Q5 is set in advance according to the specifications of each part of the vibration reducing apparatus main body 20.
- the ECU 11 determines that the rotational energy Qw is greater than the shortage determination threshold Q5 (ST32: Yes)
- the ECU 11 sets the rotational energy rank Dw to “1” meaning that the rotational energy Qw is sufficient (ST33)
- the control cycle ends, and the process proceeds to the next control cycle.
- the slight deficiency determination threshold Q6 is a value smaller than the deficiency determination threshold Q5, and is set in advance according to the specifications of each part of the vibration reducing apparatus main body 20.
- the ECU 11 determines that the rotational energy Qw is greater than the slight shortage determination threshold Q6 (ST34: Yes)
- the ECU 11 sets the rotational energy rank Dw to “2” which means that the rotational energy Qw is slightly insufficient (ST35). ), End the current control cycle, and shift to the next control cycle.
- the ECU 11 determines in ST24 that the hydraulic energy Qp is equal to or less than the slight shortage determination threshold Q2 (ST24: No)
- the ECU 11 sets the hydraulic energy rank Dp to “3” which means that the hydraulic energy Qp is insufficient.
- Set (ST36) execute the hydraulic pressure generation control (ST37), end the current control cycle, and shift to the next control cycle.
- the ECU 11 engages the pump clutch 381 and operates the oil pump 380 with the power from the rotating body 30 or the power from the motor 66 to ensure the hydraulic pressure of the hydraulic system.
- the ECU 11 determines in ST29 that the stored electrical energy Qb is less than or equal to the slight shortage determination threshold Q4 (ST29: No), it means that the stored electrical energy rank Df is insufficient in the stored electrical energy Qb. 3 "(ST38), battery charge control is executed (ST39), the current control cycle is terminated, and the next control cycle is started. In this case, the ECU 11 engages the motor clutch 468 and operates the motor 66 as a generator by the power from the rotating body 30 or the power from the drive wheel 10 side to ensure electric power.
- the ECU 11 determines in ST34 that the rotational energy Qw is less than or equal to the slight shortage determination threshold Q6 (ST34: No)
- the ECU 11 sets the rotational energy rank Dw to “3” which means that the rotational energy Qw is insufficient.
- Set (ST40) end the current control cycle, and shift to the next control cycle.
- the priority order can be determined and the inertia energy (rotational energy) accumulated in the rotating body 30 can be converted into the kinetic energy of the vehicle 2, the electric energy of the motor 66, or the hydraulic energy of the oil pump 380.
- the vehicle vibration reduction device 401 can extract the energy accumulated in the rotating body 30 in the most appropriate energy form and ratio according to the situation, and can greatly improve the fuel consumption performance.
- the vehicle vibration reduction device 401 uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved.
- the vehicle vibration reduction device 401 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
- FIG. 9 is a flowchart illustrating an example of control in the vehicle vibration reduction device according to the fifth embodiment
- FIG. 10 is a time chart illustrating an example of operation in the vehicle vibration reduction device according to the fifth embodiment.
- the vehicle vibration reducing device according to the fifth embodiment is different from the second embodiment in the content of the control. Note that FIG. 3 is appropriately referred to for each configuration of the vehicle vibration reducing device according to the fifth embodiment.
- the ECU 11 acquires the throttle opening and the engine speed corresponding to the detection results of various sensors, and the required vehicle driving torque based on the throttle opening and the engine speed. Tc is determined (ST51).
- the ECU 11 confirms the rotational energy Qw of the rotating body 30 (ST52).
- the ECU 11 checks the rotational energy Qw of the rotating body 30 based on, for example, the gear ratio of the continuously variable transmission 60, the rotational speed of the rotating body 30, and the like.
- the ECU 11 checks the stored electrical energy Qb of the battery 67 (ST53). For example, the ECU 11 checks the stored electrical energy Qb of the battery 67 based on the storage state of the battery 67 and the like.
- the ECU 11 determines whether or not the rotational energy Qw is greater than a preset determination reference rotational energy Qw0 and the stored electrical energy Qb is greater than a predetermined determination reference stored electrical energy Qb0 (ST54).
- the determination reference rotational energy Qw0 and the determination reference accumulated electric energy Qb0 are determination reference values for determining whether the driving force can be generated in the drive wheels 10 using the respective energies. It is preset based on this.
- the required vehicle drive torque Tc is the maximum rotating body output torque. It is determined whether it is smaller than Twm (ST55).
- the rotator output maximum torque Twm corresponds to the maximum torque that the rotator 30 can generate on the transmission input shaft 13 according to the rotation state of the rotator 30.
- the ECU 11 determines that the required vehicle drive torque Tc is smaller than the rotator output maximum torque Twm (ST55: Yes)
- the ECU 11 controls the continuously variable transmission 60 and the engine 4 as follows. That is, the ECU 11 releases the rotational energy Qw with the magnitude of the rotating body output torque Tw that the vibration reducing device main body 220 generates on the transmission input shaft 13 in accordance with the current rotating state of the rotating body 30, and the rotational energy Qw is When it disappears, the vehicle 2 is driven and accelerated by the engine torque Te (ST56), the current control cycle is terminated, and the next control cycle is started.
- the required vehicle drive torque Tc is equal to or greater than the rotator output maximum torque Twm (ST55: No)
- the required vehicle drive torque Tc is the rotator output maximum torque Twm and the motor output maximum torque Tmgm. It is determined whether or not the sum is smaller than (ST57).
- the motor output maximum torque Tmgm corresponds to the maximum torque that the motor 66 can generate on the transmission input shaft 13 in accordance with the current state.
- the ECU 11 determines that the required vehicle drive torque Tc is smaller than the sum of the rotator output maximum torque Twm and the motor output maximum torque Tmgm (ST57: Yes), the continuously variable transmission 60, the motor 66, and the engine 4 are turned on. And control as follows. That is, the ECU 11 releases the current rotational energy Qw with the magnitude of the rotator output maximum torque Twm, and the motor output torque that the motor 66 generates on the transmission input shaft 13 according to the current state. When the rotational energy Qw and the stored electrical energy Qb disappear, the vehicle 2 is driven and accelerated by the engine torque Te (ST58), the current control cycle is terminated, and the next control cycle is started.
- the rotational energy Qw is It is determined whether or not it is smaller than the determination reference rotational energy Qw0 (ST61).
- the ECU 11 determines that the rotational energy Qw is smaller than the determination reference rotational energy Qw0 (ST61: Yes)
- the ECU 11 controls the engine 4 to drive and accelerate the vehicle 2 with the engine torque Te (ST62). End and shift to the next control cycle.
- the ECU 11 determines whether the required vehicle driving torque Tc is smaller than the rotating body output maximum torque Twm (ST63). .
- the ECU 11 determines that the required vehicle driving torque Tc is smaller than the rotator output maximum torque Twm (ST63: Yes)
- the ECU 11 controls the continuously variable transmission 60 and the engine 4 as follows. That is, the ECU 11 releases the rotational energy Qw at the current rotating body output torque Tw, and when the rotational energy Qw is lost, the ECU 11 drives and accelerates the vehicle 2 with the engine torque Te (ST64), and ends the current control cycle. Then, the next control cycle is started.
- the ECU 11 determines that the required vehicle driving torque Tc is equal to or greater than the rotating body output maximum torque Twm (ST63: No)
- the ECU 11 controls the continuously variable transmission 60, the motor 66, and the engine 4 as follows. Control. That is, the ECU 11 releases the current rotational energy Qw with the magnitude of the rotating body output maximum torque Twm, and releases the accumulated electric energy Qb with the magnitude of the current motor output torque Tmg.
- Qb disappears, the vehicle 2 is driven and accelerated by the engine torque Te (ST65), the current control cycle is terminated, and the next control cycle is started.
- the ECU 11 may also be used as the third control device.
- the vibration reduction apparatus main body 220 has a sufficient inertial energy storage capacity (storage allowance) by setting a state in which the rotational speed of the rotating body 30 is lower than a predetermined value before deceleration of the vehicle 2 to a basic optimum resonance state.
- the ECU 11 controls the gear ratio of the continuously variable transmission 60 in this basic optimum resonance state, and sets the rotational speed of the rotating body 30 to be lower than a predetermined value.
- the basic optimum resonance state of the vibration reducing device main body 220 is a state in which almost no inertial energy is accumulated in the rotating body 30.
- the vibration reduction device main body 220 has the power train 3 in a state where the rotational speed of the rotating body 30 is low and the apparent inertial mass of the rotating body 30 is relatively small and the stored energy is relatively small.
- the actual inertia mass of the rotating body 30 and the spring constant Kd of the spring 271 are adjusted so as to optimally cancel the vibration generated by the vibration, and the natural frequency and the optimum resonance point of the vibration reducing device main body 220 are adjusted. Has been.
- the vibration reduction device main body 220 the actual inertial mass and the spring constant Kd of the spring 271 are adjusted so as to cancel the vibration generated in the power train 3 in the basic optimum resonance state.
- the vibration reduction apparatus main body 220 is controlled based on this basic optimum resonance state. Therefore, this vehicle vibration reducing device 501 can exhibit a high vibration damping effect in the basic optimum resonance state, and can realize, for example, extremely quiet running in the vehicle 2.
- the ECU 11 immediately starts accumulating energy in the rotating body 30 by immediately controlling the continuously variable transmission 60 and increasing the rotation speed of the rotating body 30 when the vehicle 2 is decelerated. be able to.
- the vehicle vibration reduction device 501 can effectively collect the kinetic energy of the vehicle 2 in the rotating body 30, accumulate more energy, and more efficiently accumulate and release energy. In addition, fuel efficiency can be improved.
- the ECU 11 of the present embodiment reduces the rotation speed of the rotating body 30 by decreasing the gear ratio of the continuously variable transmission 60 when the vehicle 2 is decelerated in the vibration reduction device main body 220 in the basic optimum resonance state. Inertial energy is stored in the body 30. Thereafter, the ECU 11 generates power by the engine 4 when the vehicle 2 is accelerated, increases the gear ratio of the continuously variable transmission 60, decreases the rotational speed of the rotating body 30, and releases the inertia energy accumulated in the rotating body 30. Control to regenerate by the motor 66 is executed.
- the horizontal axis represents the time axis
- the vertical axis represents the throttle opening
- the ECU 11 sets the throttle opening to 0 when the vehicle 2 is running in the basic optimum resonance state where the speed ratio of the continuously variable transmission 60 is the minimum speed ratio min and the rotational speed of the rotating body 30 is low.
- the continuously variable transmission 60 is controlled to increase the speed ratio (decrease the speed ratio).
- the ECU 11 increases the rotational speed of the rotating body 30 and accumulates the deceleration energy of the vehicle 2 in the rotating body 30 and inertial energy.
- the ECU 11 When the throttle is turned on at time t1 and the throttle opening increases, the ECU 11 exerts a high vibration damping effect in the basic optimum resonance state, so that the vibration reduction device body 220 is placed in the basic optimum resonance state.
- the continuously variable transmission 60 is controlled to decrease the speed ratio (increase the speed ratio) and decrease the rotational speed of the rotating body 30.
- the vibration reduction device main body 220 releases the inertial energy accumulated in the rotating body 30, but here the ECU 11 controls the engine 4 to generate power, thereby responding more than the energy released by the rotating body 30.
- a vehicle driving torque corresponding to the throttle opening is output by highly efficient engine output.
- ECU11 can give the driver
- the ECU 11 controls the MG output torque so that the apparent inertial mass of the rotating body 30 is equivalent to the basic optimum resonance state. That is, the ECU 11 uses the motor 66 as a generator to perform braking (power generation) control, so that the motor 66 releases the rotational body 30 as the rotational speed of the rotating body 30 decreases until the time t2 when the speed ratio becomes minimum. Electric power is generated and regenerated by the rotating power, and the kinetic energy is converted into electric energy and stored in the battery 67. Thereby, the vibration reduction device main body 220 can collect the kinetic energy released from the rotating body 30 when returning to the basic optimum resonance state as electric energy by the motor 66 and store it in the battery 67.
- braking power generation
- this vehicle vibration reduction device 501 reduces the rotational speed of the rotating body 30 by collecting the rotational energy accumulated in the rotating body 30 having relatively low responsiveness as electrical energy by the motor 66,
- the vibration reduction apparatus main body 220 can be returned to the basic optimum resonance state.
- the ECU 11 may control the MG output torque by braking the motor 66 so that the following formula (2) is satisfied.
- Is is the lowest inertial mass of the rotating body 30 (that is, the inertial mass in the basic optimum resonance state)
- Ik is the inertial mass in the transient state of the rotating body 30
- ⁇ k is the excitation.
- the vehicle vibration reduction device 501 can ensure a high vibration reduction effect by using the vibration reduction device main body 220 as an appropriate inertial mass while ensuring a comfortable acceleration performance.
- the energy of the rotating body 30 can be secured. Can be stored as electric energy without consuming wastefully, so that both vibration reduction and fuel efficiency can be more appropriately achieved, and driving feeling can be improved.
- the vehicle vibration reduction device 501 uses a function as a vibration reduction device (dynamic damper) and a function as a travel energy storage device in accordance with the state of the vehicle 2 to reduce vibration. Both reduction and improvement in fuel efficiency can be achieved.
- the vehicle vibration reduction device 501 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby achieving an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
- FIG. 11 is a schematic configuration diagram of a vehicle vibration reducing device according to the sixth embodiment.
- the vehicle vibration reducing apparatus according to the sixth embodiment differs from the third to fifth embodiments in the installation position of the pump.
- the vibration reducing device 601 for a vehicle according to this embodiment shown in FIG. 11 includes an oil pump (pump) 680 in the vibration reducing device main body 20.
- pump oil pump
- the oil pump 680 of the present embodiment is provided between the transmission input shaft 13 of the main transmission 8A and the output shaft 62 of the vibration reduction device main body 20.
- the oil pump 680 is provided so that power can be transmitted to the transmission input shaft 13 and the rotating body 30.
- one of a pump shaft that rotates integrally with the pump impeller and the like and a case that accommodates the pump impeller and the like is connected to the output shaft 62 so as to be integrally rotatable, and the other is connected via a pump clutch 681. It is connected to the transmission input shaft 13.
- the oil pump 680 operates according to the differential rotation between the transmission input shaft 13 and the rotating body 30, and sucks, pressurizes, and boosts the oil. It can be pumped toward the lubricating part of the train 3 and the like.
- the oil pump 680 since the output shaft 62 (rotary body 30) and the transmission input shaft 13 are rotated in the opposite directions around the rotation axis X4, the pump impeller and the case are rotated in the opposite directions. Can be made.
- the oil pump 680 can relatively increase the operating rotational speed, thereby improving the oil pressurizing and pumping efficiency. For example, when the engine rotational speed is low or the vehicle 2 is at a low speed. Even in such a case, it is possible to expand the operation range in which an appropriate discharge pressure, discharge amount and the like can be secured.
- the vehicle vibration reduction device 601 uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved.
- the vehicle vibration reduction device 601 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
- vehicle vibration reduction device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.
- vehicle vibration reduction device may be configured by appropriately combining the components of the embodiments described above.
- the vehicle vibration reduction device has been described as being provided on the transmission input shaft 13 of the main transmission 8 that forms the drive system, but may be provided on the transmission output shaft 14. That is, the rotating body 30 as the inertial mass body may be coupled to the transmission output shaft 14 so that power can be transmitted.
- the vehicle described above may be a so-called “hybrid vehicle” provided with a motor generator as an electric motor capable of generating electricity in addition to the internal combustion engine as a driving power source.
- the first control device, the second control device, and the third control device have been described as being shared by the ECU 11.
- the present invention is not limited to this, and is provided separately from the ECU 11 and mutually connected to the ECU 11. It may be configured to exchange information such as a detection signal, a drive signal, and a control command.
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Abstract
This vehicular vibration-reduction device (1) comprises: an inertial mass body (30) that is provided in parallel to the power-transmitting path of a power-transmitting device (5) from a travel drive source (4) of a vehicle (2) to the driving wheels (10) thereof, the inertial mass body (30) being connected to the rotary shaft (13) of the power-transmitting device (5), which is capable of transmitting rotary power from the travel drive source (4) to the driving wheels (10), in a manner such that power can be transmitted to the inertial mass body; and a continuously variable transmission (60) that is provided in the power-transmitting path between the rotary shaft (13) and the inertial mass body (30) and that is capable of changing the speed of the rotary power from the rotary shaft (13) and transmitting the rotary power to the inertial mass body (30) and also capable of steplessly changing the speed-change ratio for changing said speed. The inertial mass body (30) is capable of storing, as inertial energy, the transmitted rotary power. Thus, the vehicular vibration-reduction device (1) achieves the effect of appropriately reducing vibrations.
Description
本発明は、車両用振動低減装置に関する。
The present invention relates to a vehicle vibration reduction device.
車両に搭載され、車両に生じる振動を低減する装置として、例えば、特許文献1には、内燃機関と、内燃機関の出力トルクを車両の駆動軸に伝達する伝達軸と、伝達軸に設けられた変速機とを有する駆動系の回転変動を低減する駆動系回転変動低減装置が開示されている。この駆動系回転変動低減装置は、伝達軸の慣性を可変とする可変手段と、可変手段を制御する制御手段とを備える。そして、この駆動系回転変動低減装置は、伝達軸のうち変速機よりも内燃機関側には、出力トルクの変動を吸収するダンパが設けられており、可変手段は、ダンパよりも変速機側の伝達軸の慣性を可変とする。これにより、駆動系回転変動低減装置は、ダンパよりも変速機側の伝達軸の慣性を増加させることにより、駆動系の捩り振動モードにおける1次の固有値のモードの周波数が低下することを抑制しつつ、伝達軸の慣性を増加させることが可能である。その結果、駆動系回転変動低減装置は、車両応答性の低下を抑制しつつ、駆動系の回転変動を低減することができる。
As an apparatus that is mounted on a vehicle and reduces vibrations generated in the vehicle, for example, Patent Document 1 includes an internal combustion engine, a transmission shaft that transmits output torque of the internal combustion engine to a drive shaft of the vehicle, and a transmission shaft. A drive system rotation fluctuation reducing device that reduces rotation fluctuation of a drive system having a transmission is disclosed. This drive system rotation fluctuation reducing device includes variable means for making the inertia of the transmission shaft variable, and control means for controlling the variable means. In this drive system rotation fluctuation reducing device, a damper that absorbs fluctuations in output torque is provided on the internal combustion engine side of the transmission shaft of the transmission shaft, and the variable means is disposed on the transmission side of the damper. The inertia of the transmission shaft is variable. As a result, the drive system rotation fluctuation reducing device increases the inertia of the transmission shaft on the transmission side relative to the damper, thereby suppressing the decrease in the frequency of the primary eigenvalue mode in the torsional vibration mode of the drive system. However, it is possible to increase the inertia of the transmission shaft. As a result, the drive system rotation fluctuation reducing device can reduce the drive system rotation fluctuation while suppressing a decrease in vehicle response.
ところで、上述のような特許文献1に記載の駆動系回転変動低減装置は、例えば、より適正な振動低減等の点で、更なる改善の余地がある。
Incidentally, the drive system rotation fluctuation reducing device described in Patent Document 1 as described above has room for further improvement in terms of, for example, more appropriate vibration reduction.
本発明は、上記の事情に鑑みてなされたものであって、適正に振動を低減することができる車両用振動低減装置を提供することを目的とする。
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle vibration reduction device that can appropriately reduce vibration.
上記目的を達成するために、本発明に係る車両用振動低減装置は、車両の走行用駆動源から駆動輪に回転動力を伝達可能である動力伝達装置の前記走行用駆動源から前記駆動輪までの動力伝達経路に対して並列に設けられ、前記動力伝達装置の回転軸に動力伝達可能に連結される慣性質量体と、前記回転軸と前記慣性質量体との間の動力伝達経路に設けられ、前記回転軸からの回転動力を変速して前記慣性質量体に伝達可能であると共に、前記変速する際の変速比を無段階に変更可能である無段変速機とを備え、前記慣性質量体は、伝達された回転動力を慣性エネルギとして蓄積可能であることを特徴とする。
In order to achieve the above object, a vehicle vibration reduction device according to the present invention provides a power transmission device capable of transmitting rotational power from a driving source for traveling to a driving wheel from the driving source for traveling to the driving wheel. An inertia mass body provided in parallel to the power transmission path of the power transmission device and coupled to the rotation shaft of the power transmission device so as to transmit power, and provided on a power transmission path between the rotation shaft and the inertia mass body. And a continuously variable transmission capable of changing the transmission ratio of the rotary shaft and changing the transmission gear ratio when changing the speed continuously. Is characterized in that the transmitted rotational power can be stored as inertial energy.
また、上記車両用振動低減装置では、前記無段変速機を制御する第1制御装置を備え、前記無段変速機は、前記変速比が変更されることで前記慣性質量体の回転を調節して当該慣性質量体の慣性質量を可変とし、前記第1制御装置は、前記無段変速機を制御することで、前記慣性エネルギの蓄積、又は、前記慣性エネルギの放出を行うものとすることができる。
The vehicle vibration reducing device includes a first control device that controls the continuously variable transmission, and the continuously variable transmission adjusts the rotation of the inertial mass body by changing the speed ratio. The inertial mass of the inertial mass body is variable, and the first control device controls the continuously variable transmission to store the inertial energy or release the inertial energy. it can.
また、上記車両用振動低減装置では、前記無段変速機の入力部材に設けられる回転電機と、前記無段変速機の出力部材に前記慣性質量体と動力伝達可能に設けられ、前記慣性質量体から伝達される動力によって作動流体を加圧可能であるポンプとを備えるものとすることができる。
Further, in the above-described vehicle vibration reduction device, a rotating electrical machine provided in an input member of the continuously variable transmission, and an output member of the continuously variable transmission are provided so as to be able to transmit power to the inertia mass body. And a pump capable of pressurizing the working fluid by power transmitted from the vehicle.
また、上記車両用振動低減装置では、前記無段変速機と前記回転電機とを動力伝達可能に係合した状態と前記係合を解除した状態とに切り替え可能である回転電機係合装置と、前記慣性質量体と前記ポンプとを動力伝達可能に係合した状態と前記係合を解除した状態とに切り替え可能であるポンプ係合装置とを備えるものとすることができる。
In the vehicle vibration reduction device, the rotating electrical machine engaging device that is switchable between a state in which the continuously variable transmission and the rotating electrical machine are engaged so as to transmit power and a state in which the engagement is released; A pump engagement device capable of switching between a state where the inertial mass body and the pump are engaged so as to transmit power and a state where the engagement is released may be provided.
また、上記車両用振動低減装置では、前記車両の状態に応じて、前記慣性質量体に蓄積された前記慣性エネルギを、前記車両の運動エネルギ、前記回転電機の電気エネルギ、又は、前記ポンプの圧力エネルギに変換する制御を実行可能である第2制御装置を備えるものとすることができる。
In the vehicle vibration reducing device, the inertial energy accumulated in the inertial mass body may be converted into the kinetic energy of the vehicle, the electrical energy of the rotating electrical machine, or the pressure of the pump according to the state of the vehicle. A second control device capable of executing control to convert to energy can be provided.
また、上記車両用振動低減装置では、前記車両の減速時に前記無段変速機の変速比を減少し前記慣性質量体の回転速度を上昇させて当該慣性質量体に前記慣性エネルギを蓄積し、前記車両の加速時に前記走行用駆動源により動力を発生させると共に、前記無段変速機の変速比を増加し前記慣性質量体の回転速度を低下させ前記慣性質量体に蓄積した慣性エネルギを放出し前記回転電機により回生を行う制御を実行可能である第3制御装置を備えるものとすることができる。
In the vehicle vibration reducing device, when the vehicle is decelerated, the gear ratio of the continuously variable transmission is reduced, the rotational speed of the inertial mass body is increased, and the inertial energy is accumulated in the inertial mass body. When the vehicle is accelerated, power is generated by the driving source for driving, the transmission ratio of the continuously variable transmission is increased, the rotational speed of the inertial mass body is decreased, and the inertial energy accumulated in the inertial mass body is released to release the inertial energy. A third control device capable of executing control for regeneration by the rotating electrical machine can be provided.
また、上記車両用振動低減装置では、前記回転軸は、前記走行用駆動源から前記駆動輪に伝達される回転動力を変速する主変速機の入力軸であり、前記ポンプは、前記入力軸と前記慣性質量体とに動力伝達可能に設けられ、前記入力軸と前記慣性質量体との差動回転に応じて作動するものとすることができる。
In the vehicle vibration reduction device, the rotating shaft is an input shaft of a main transmission that shifts rotational power transmitted from the driving source for traveling to the driving wheels, and the pump is connected to the input shaft. The inertial mass body is provided so as to be able to transmit power, and may be operated in accordance with a differential rotation between the input shaft and the inertial mass body.
また、上記車両用振動低減装置では、前記回転軸と前記慣性質量体とを連結する弾性体を備えるものとすることができる。
Further, the vehicle vibration reduction device may include an elastic body that connects the rotating shaft and the inertia mass body.
また、上記車両用振動低減装置では、前記回転軸と前記無段変速機とを動力伝達可能に係合した状態と前記係合を解除した状態とに切り替え可能である低減装置係合装置を備えるものとすることができる。
The vehicle vibration reduction device includes a reduction device engagement device capable of switching between a state in which the rotating shaft and the continuously variable transmission are engaged so as to be able to transmit power and a state in which the engagement is released. Can be.
本発明に係る車両用振動低減装置は、適正に振動を低減することができる、という効果を奏する。
The vehicle vibration reducing device according to the present invention has an effect that vibration can be appropriately reduced.
以下に、本発明に係る実施形態を図面に基づいて詳細に説明する。なお、この実施形態によりこの発明が限定されるものではない。また、下記実施形態における構成要素には、当業者が置換可能かつ容易なもの、或いは実質的に同一のものが含まれる。
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.
[実施形態1]
図1は、実施形態1に係る車両用振動低減装置の概略構成図、図2は、変形例に係る車両用振動低減装置の概略構成図である。 [Embodiment 1]
FIG. 1 is a schematic configuration diagram of a vehicle vibration reduction device according to the first embodiment, and FIG. 2 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification.
図1は、実施形態1に係る車両用振動低減装置の概略構成図、図2は、変形例に係る車両用振動低減装置の概略構成図である。 [Embodiment 1]
FIG. 1 is a schematic configuration diagram of a vehicle vibration reduction device according to the first embodiment, and FIG. 2 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification.
なお、以下の説明では、特に断りのない限り、回転軸線X1、X2、X3、X4に沿った方向をそれぞれ軸方向といい、回転軸線X1、X2、X3、X4に直交する方向、すなわち、軸方向に直交する方向をそれぞれ径方向といい、回転軸線X1、X2、X3、X4周りの方向をそれぞれ周方向という。また、径方向において回転軸線X1、X2、X3、X4側を径方向内側といい、反対側を径方向外側という。
In the following description, unless otherwise specified, directions along the rotation axes X1, X2, X3, and X4 are referred to as axial directions, respectively, and directions orthogonal to the rotation axes X1, X2, X3, and X4, that is, axes The directions orthogonal to the direction are each referred to as a radial direction, and the directions around the rotation axes X1, X2, X3, and X4 are referred to as circumferential directions. Further, in the radial direction, the rotation axis lines X1, X2, X3, and X4 are referred to as a radially inner side, and the opposite side is referred to as a radially outer side.
本実施形態の車両用振動低減装置1は、図1に示すように、車両2に適用され、車両2のパワートレーン3の共振点(共振周波数)を調節する共振点調節装置であり、これにより、車両2に生じる振動を低減するNVH(Noise-Vibration-Harshness、騒音・振動・ハーシュネス)対策装置である。車両用振動低減装置1は、典型的には、慣性質量体としての回転体30の慣性質量を可変とし被駆動側の慣性質量を調節することで、パワートレーン3の共振点を調節し、NVHを許容範囲内まで低減することができるものである。また、本実施形態の車両用振動低減装置1は、走行エネルギ蓄積装置としても利用される。
As shown in FIG. 1, the vehicle vibration reduction device 1 of the present embodiment is a resonance point adjustment device that is applied to a vehicle 2 and adjusts the resonance point (resonance frequency) of the power train 3 of the vehicle 2. This is an NVH (Noise-Vibration-Harness, noise / vibration / harshness) countermeasure device that reduces vibration generated in the vehicle 2. The vehicle vibration reduction device 1 typically adjusts the resonance point of the power train 3 by adjusting the inertial mass on the driven side by making the inertial mass of the rotating body 30 as the inertial mass variable and adjusting the NVH. Can be reduced to within an allowable range. Moreover, the vehicle vibration reduction device 1 of the present embodiment is also used as a travel energy storage device.
ここで、車両2のパワートレーン3は、走行用駆動源である内燃機関としてのエンジン4、エンジン4が発生させた回転動力をエンジン4から駆動輪10に伝達可能である動力伝達装置5等を含んで構成される。動力伝達装置5は、クラッチ6、ダンパ7、不図示のトルクコンバータ、主変速機8、デファレンシャルギヤ9等を含んで構成される。動力伝達装置5は、例えば、主変速機8によってエンジン4からの回転動力を変速して車両2の駆動輪10に伝達可能である。エンジン4、クラッチ6、主変速機8等は、第1制御装置としてのECU11によって制御される。
Here, the power train 3 of the vehicle 2 includes an engine 4 as an internal combustion engine that is a driving source for traveling, a power transmission device 5 that can transmit the rotational power generated by the engine 4 from the engine 4 to the drive wheels 10, and the like. Consists of including. The power transmission device 5 includes a clutch 6, a damper 7, a torque converter (not shown), a main transmission 8, a differential gear 9, and the like. For example, the power transmission device 5 can shift the rotational power from the engine 4 by the main transmission 8 and transmit it to the drive wheels 10 of the vehicle 2. The engine 4, the clutch 6, the main transmission 8, and the like are controlled by an ECU 11 as a first control device.
したがって、車両2は、エンジン4のクランクシャフト4aが回転駆動すると、その駆動力がクラッチ6、ダンパ7、不図示のトルクコンバータ等を介して主変速機8に入力されて変速され、デファレンシャルギヤ9等を介して各駆動輪10に伝達され、これにより、各駆動輪10が回転することで前進または後退することができる。また、車両2は、運転者による制動要求操作であるブレーキ操作に応じて車両2に制動力を発生させる制動装置12を搭載している。車両2は、制動装置12が発生させる制動力によって減速、停止することができる。
Therefore, when the crankshaft 4a of the engine 4 is rotationally driven, the vehicle 2 is shifted in speed by the driving force being input to the main transmission 8 via the clutch 6, the damper 7, a torque converter (not shown), and the like. Etc., and can be moved forward or backward by rotating each drive wheel 10. In addition, the vehicle 2 is equipped with a braking device 12 that causes the vehicle 2 to generate a braking force in response to a braking operation that is a braking request operation by the driver. The vehicle 2 can be decelerated and stopped by the braking force generated by the braking device 12.
ここで、上記のクラッチ6は、動力の伝達系において、エンジン4と駆動輪10との間、ここでは、エンジン4とダンパ7との間に設けられる。クラッチ6は、種々のクラッチを用いることができ、例えば、湿式多板クラッチや乾式単板クラッチ等の摩擦式ディスククラッチ装置を用いることができる。ここでは、クラッチ6は、例えば、作動油の油圧であるクラッチ油圧によって作動する油圧式の装置である。クラッチ6は、エンジン4側の回転部材6aと駆動輪10側の回転部材6bとを動力伝達可能に係合しエンジン4と駆動輪10とを動力伝達可能に係合した係合状態と、この係合を解除した解放状態とに切り替え可能である。クラッチ6は、係合状態となることで回転部材6aと回転部材6bとが連結され、エンジン4と駆動輪10との間での動力伝達が可能な状態となる。一方、クラッチ6は、解放状態となることで回転部材6aと回転部材6bとを切り離しエンジン4と駆動輪10との間での動力伝達が遮断された状態となる。クラッチ6は、回転部材6aと回転部材6bとを係合する係合力が0である場合に係合が解除された解放状態となり、係合力が大きくなるにしたがって半係合状態(スリップ状態)を経て完全係合状態となる。ここでは、回転部材6aは、クランクシャフト4aと一体回転する部材である。一方、回転部材6bは、ダンパ7等を介して変速機入力軸(入力軸)13と一体回転する部材である。
Here, the clutch 6 is provided between the engine 4 and the drive wheel 10 in the power transmission system, and here, between the engine 4 and the damper 7. Various clutches can be used as the clutch 6, and for example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the clutch 6 is, for example, a hydraulic device that is operated by a clutch oil pressure that is a hydraulic oil pressure. The clutch 6 is engaged with the rotation member 6a on the engine 4 side and the rotation member 6b on the drive wheel 10 side so as to be able to transmit power, and engaged with the engine 4 and the drive wheel 10 so as to be able to transmit power. It is possible to switch to the released state in which the engagement is released. When the clutch 6 is in the engaged state, the rotating member 6 a and the rotating member 6 b are connected, and power transmission between the engine 4 and the drive wheel 10 is possible. On the other hand, when the clutch 6 is in the released state, the rotating member 6a and the rotating member 6b are disconnected, and the power transmission between the engine 4 and the drive wheel 10 is cut off. The clutch 6 is in a released state in which the engagement is released when the engagement force for engaging the rotation member 6a and the rotation member 6b is 0, and the half engagement state (slip state) is increased as the engagement force increases. After that, the state is completely engaged. Here, the rotating member 6a is a member that rotates integrally with the crankshaft 4a. On the other hand, the rotating member 6b is a member that rotates integrally with the transmission input shaft (input shaft) 13 via the damper 7 or the like.
また、上記の主変速機8は、車両2の走行状態に応じて変速比(変速段)を変更するものである。主変速機8は、エンジン4から駆動輪10への動力の伝達経路に設けられエンジン4から駆動輪10に伝達される回転動力を変速して出力可能である。主変速機8に伝達された動力は、この主変速機8にて所定の変速比(=入力回転数/出力回転数)で変速されて各駆動輪10に伝達される。主変速機8は、いわゆる手動変速機(MT)であってもよいし、有段自動変速機(AT)、無段自動変速機(CVT)、マルチモードマニュアルトランスミッション(MMT)、シーケンシャルマニュアルトランスミッション(SMT)、デュアルクラッチトランスミッション(DCT)などのいわゆる自動変速機であってもよい。ここでは、主変速機8は、例えば、有段自動変速機が適用され、ECU11によって動作が制御される。
Further, the main transmission 8 changes the gear ratio (speed stage) according to the traveling state of the vehicle 2. The main transmission 8 is provided in a power transmission path from the engine 4 to the drive wheels 10 and can change and output rotational power transmitted from the engine 4 to the drive wheels 10. The power transmitted to the main transmission 8 is shifted at a predetermined gear ratio (= input rotation speed / output rotation speed) by the main transmission 8 and transmitted to each drive wheel 10. The main transmission 8 may be a so-called manual transmission (MT), a stepped automatic transmission (AT), a continuously variable automatic transmission (CVT), a multi-mode manual transmission (MMT), a sequential manual transmission ( A so-called automatic transmission such as SMT) or dual clutch transmission (DCT) may be used. Here, for example, a stepped automatic transmission is applied to the main transmission 8 and its operation is controlled by the ECU 11.
より具体的には、主変速機8は、エンジン4からクラッチ6、ダンパ7等を変速機入力軸13に入力された回転動力を変速して、変速機出力軸(出力軸)14から出力する。変速機入力軸13は、主変速機8においてエンジン4側からの回転動力が入力される回転部材である。変速機出力軸14は、主変速機8において駆動輪10側へ回転動力を出力する回転部材である。変速機入力軸13は、エンジン4からの動力が伝達されて回転軸線X1を回転中心として回転可能である。変速機出力軸14は、変速されたエンジン4からの動力が伝達されて回転軸線X1と平行な回転軸線X2を回転中心として回転可能である。主変速機8は、それぞれに所定の変速比が割り当てられた複数の変速段(ギヤ段)81、82、83を有する。主変速機8は、同期噛合機構等を含んで構成される変速機構84によって、複数の変速段81、82、83のうちのいずれか1つが選択され、選択された変速段81、82、83によって、変速機入力軸13に入力された動力を変速して変速機出力軸14から駆動輪10側に向けて出力する。
More specifically, the main transmission 8 shifts the rotational power input from the engine 4 to the transmission input shaft 13 through the clutch 6, the damper 7, etc., and outputs it from the transmission output shaft (output shaft) 14. . The transmission input shaft 13 is a rotating member that receives rotational power from the engine 4 side in the main transmission 8. The transmission output shaft 14 is a rotating member that outputs rotational power to the drive wheel 10 side in the main transmission 8. The transmission input shaft 13 is capable of rotating about the rotation axis X <b> 1 as the power from the engine 4 is transmitted. The transmission output shaft 14 is rotatable about a rotation axis X2 parallel to the rotation axis X1 through transmission of power from the shifted engine 4. The main transmission 8 has a plurality of shift speeds (gear speeds) 81, 82, and 83 each assigned a predetermined speed ratio. In the main transmission 8, any one of a plurality of speed stages 81, 82, 83 is selected by a speed change mechanism 84 including a synchronous meshing mechanism and the like, and the selected speed stages 81, 82, 83 are selected. Thus, the power input to the transmission input shaft 13 is shifted and output from the transmission output shaft 14 toward the drive wheel 10 side.
ECU11は、CPU、ROM、RAM及びインターフェースを含む周知のマイクロコンピュータを主体とする電子回路である。ECU11は、種々の検出結果等に対応した電気信号が入力され、入力された検出結果等に応じて、エンジン4、クラッチ6、主変速機8、制動装置12等を制御する。ここでは、主変速機8等を含む動力伝達装置5、制動装置12は、媒体としての作動油の圧力(油圧)によって作動する油圧式の装置であり、ECU11は、油圧制御装置等を介してこれらの動作を制御する。ECU11は、例えば、アクセル開度、車速等に基づいてエンジン4のスロットル装置を制御し、吸気通路のスロットル開度を調節し、吸入空気量を調節して、その変化に対応して燃料噴射量を制御し、燃焼室に充填される混合気の量を調節してエンジン4の出力を制御する。また、ECU11は、例えば、アクセル開度、車速等に基づいて油圧制御装置を制御し、クラッチ6の作動状態や主変速機8の変速段(変速比)を制御する。
The ECU 11 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 11 receives electric signals corresponding to various detection results and controls the engine 4, the clutch 6, the main transmission 8, the braking device 12, and the like according to the input detection results. Here, the power transmission device 5 including the main transmission 8 and the like and the braking device 12 are hydraulic devices that are operated by the pressure (hydraulic pressure) of hydraulic oil as a medium, and the ECU 11 is connected via a hydraulic control device and the like. These operations are controlled. For example, the ECU 11 controls the throttle device of the engine 4 based on the accelerator opening, the vehicle speed, etc., adjusts the throttle opening of the intake passage, adjusts the intake air amount, and responds to the change to the fuel injection amount. And the output of the engine 4 is controlled by adjusting the amount of the air-fuel mixture filled in the combustion chamber. Further, the ECU 11 controls the hydraulic control device based on, for example, the accelerator opening, the vehicle speed, and the like, and controls the operating state of the clutch 6 and the gear position (speed ratio) of the main transmission 8.
そして、本実施形態の車両用振動低減装置1は、パワートレーン3において、エンジン4からの動力が伝達されて回転する動力伝達装置5の回転軸、ここでは、駆動系をなす主変速機8の変速機入力軸13に設けられる。この変速機入力軸13は、回転軸線X2が後述の低減装置回転軸15の回転軸線X3とほぼ平行に配置されている。
The vehicle vibration reduction device 1 according to the present embodiment includes a rotating shaft of a power transmission device 5 that rotates when the power from the engine 4 is transmitted in the power train 3, here, the main transmission 8 that forms a drive system. Provided on the transmission input shaft 13. The transmission input shaft 13 has a rotation axis X2 arranged substantially parallel to a rotation axis X3 of a reduction device rotation shaft 15 described later.
この車両用振動低減装置1は、上述したように、慣性質量体としての回転体30の慣性質量を可変とし被駆動側の慣性質量を調節することで、ダンパ7のダンパスプリング7aより上流の駆動側(駆動源側)の慣性質量とダンパスプリング7aより下流の被駆動側(駆動輪側)の慣性質量とのバランスを運転状態に応じて最適化することができ、これにより、被駆動側の共振周波数を低下させることができる。したがって、車両用振動低減装置1は、エンジン4の回転数やエンジントルク等の運転状態に応じて変動する駆動側と被駆動側との共振点(パワートレーン3の共振点)を低下させ共振を効果的に抑制することができる。
As described above, the vibration reducing device 1 for a vehicle drives the upstream side of the damper spring 7a of the damper 7 by adjusting the inertial mass on the driven side by changing the inertial mass of the rotating body 30 as the inertial mass body. The balance between the inertial mass on the drive side (drive side) and the inertial mass on the driven side (drive wheel side) downstream from the damper spring 7a can be optimized according to the operating state. The resonance frequency can be reduced. Therefore, the vehicle vibration reduction device 1 reduces the resonance point (resonance point of the power train 3) between the driving side and the driven side, which fluctuates according to the operating state such as the rotational speed of the engine 4 and the engine torque. It can be effectively suppressed.
この車両用振動低減装置1は、回転体30を含んで構成される振動低減装置本体20と、振動低減装置本体20を制御する制御装置としてのECU11とを備えることで、適正に振動を低減している。振動低減装置本体20は、振動低減特性を運転状態に応じて適宜変更することができるものである。車両用振動低減装置1は、典型的には、ECU11の制御によって、上記のようにパワートレーン3の状態に応じて回転体30の慣性質量を調節することで、振動低減装置本体20の振動低減特性を変更する。
The vehicle vibration reduction device 1 includes a vibration reduction device main body 20 including a rotating body 30 and an ECU 11 as a control device that controls the vibration reduction device main body 20, thereby appropriately reducing vibration. ing. The vibration reduction device main body 20 can appropriately change the vibration reduction characteristics according to the operating state. The vehicle vibration reduction device 1 typically adjusts the inertial mass of the rotating body 30 according to the state of the power train 3 as described above under the control of the ECU 11, thereby reducing the vibration of the vibration reduction device main body 20. Change characteristics.
本実施形態の振動低減装置本体20は、共振点制御用慣性質量体である慣性質量体としての回転体30と、機械式の無段変速機(無段自動変速機、CVT)60とを備える。回転体30は、動力伝達装置5のエンジン4から駆動輪10までの動力伝達経路に対して並列に設けられ、変速機入力軸13に動力伝達可能に連結される。無段変速機60は、変速機入力軸13と回転体30との間の動力伝達経路に設けられ、変速機入力軸13からの回転動力を変速して回転体30に伝達可能であると共に、変速する際の変速比を無段階に変更可能である。そして、回転体30は、伝達された回転動力を慣性エネルギとして蓄積可能である。これにより、この車両用振動低減装置1は、無段変速機60を介して回転体30にエネルギを蓄積可能な構成とすることで、適正な振動の低減を図った上で、エネルギ効率の向上を実現している。
The vibration reduction device main body 20 of the present embodiment includes a rotating body 30 as an inertial mass body that is an inertial mass body for resonance point control, and a mechanical continuously variable transmission (continuously automatic transmission, CVT) 60. . The rotating body 30 is provided in parallel to the power transmission path from the engine 4 to the drive wheels 10 of the power transmission device 5 and is connected to the transmission input shaft 13 so that power can be transmitted. The continuously variable transmission 60 is provided in a power transmission path between the transmission input shaft 13 and the rotating body 30, and can transmit the rotational power from the transmission input shaft 13 to the rotating body 30 by shifting the rotational power. The gear ratio at the time of shifting can be changed steplessly. The rotating body 30 can accumulate the transmitted rotational power as inertial energy. As a result, the vehicle vibration reduction device 1 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby improving energy efficiency while achieving appropriate vibration reduction. Is realized.
具体的には、本実施形態の振動低減装置本体20は、低減装置回転軸15と、回転体30と、変速装置40と、低減装置係合装置としての低減装置クラッチ50とを備える。変速装置40は、上述したように、変速機入力軸13からの回転動力を無段階に変速して回転体30に伝達する装置であると共に、回転体30の慣性質量を可変に制御する可変慣性質量装置でもある。本実施形態の変速装置40は、変速機入力軸13から回転体30に伝達される回転動力を増速する増速機41と、上記無段変速機60とを含んで構成される。なお、低減装置回転軸15は、回転軸線X3が変速機入力軸13の回転軸線X1とほぼ平行に配置されている。低減装置回転軸15は、動力が伝達されて回転軸線X3を回転中心として回転可能である。
Specifically, the vibration reduction device main body 20 of the present embodiment includes a reduction device rotating shaft 15, a rotating body 30, a transmission device 40, and a reduction device clutch 50 as a reduction device engaging device. As described above, the transmission 40 is a device that continuously changes the rotational power from the transmission input shaft 13 and transmits the rotational power to the rotating body 30, and variable inertia that variably controls the inertial mass of the rotating body 30. It is also a mass device. The transmission 40 according to the present embodiment includes a speed increasing device 41 that increases the rotational power transmitted from the transmission input shaft 13 to the rotating body 30 and the continuously variable transmission 60. Note that the rotation shaft 15 of the reduction device rotation shaft 15 is disposed substantially parallel to the rotation axis X1 of the transmission input shaft 13. The reduction device rotating shaft 15 is capable of rotating about the rotation axis X3 when power is transmitted.
振動低減装置本体20は、回転体30が変速機入力軸13に増速機41、低減装置クラッチ50、無段変速機60等を介して連結される。そして、振動低減装置本体20は、回転体30が慣性質量体、つまり慣性モーメントを発生させるための慣性質量部材として作用する。なお、以下の説明では、慣性質量体の慣性質量を可変とするという場合、特に断りの無い限り、慣性質量体の回転を可変とすることで見掛けの上の慣性質量を可変とする場合を含むものとする。またここでは、振動低減装置本体20は、増速機41、低減装置クラッチ50、無段変速機60、及び、回転体30等が共振点調節装置の慣性質量体として作用する。
In the vibration reducing device main body 20, the rotating body 30 is connected to the transmission input shaft 13 via a speed increaser 41, a reduction device clutch 50, a continuously variable transmission 60, and the like. And the vibration reduction apparatus main body 20 acts as an inertia mass member for the rotary body 30 to generate an inertia mass body, that is, an inertia moment. In the following description, the case where the inertial mass of the inertial mass body is made variable includes the case where the apparent inertial mass is made variable by making the rotation of the inertial mass body variable unless otherwise specified. Shall be. Here, in the vibration reduction device main body 20, the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the rotating body 30 and the like act as an inertial mass body of the resonance point adjusting device.
そして、本実施形態の車両用振動低減装置1は、回転体30が共振点制御用の慣性質量体として機能すると共に、さらに、伝達される回転動力を慣性エネルギとして蓄積するいわゆるフライホイールとしても機能する。これにより、車両用振動低減装置1は、車両2の走行エネルギ蓄積装置としても利用される。つまり、車両用振動低減装置1は、回転体30が慣性質量体であると共にフライホイールとしても兼用され、動力が伝達されることにより回転体30が回転し、回転体30に伝達された回転動力を慣性エネルギとして蓄積可能である。これにより、この車両用振動低減装置1は、振動の低減と燃費性能の向上との両立を図っている。
The vehicle vibration reduction device 1 of the present embodiment functions as a so-called flywheel in which the rotating body 30 functions as an inertial mass body for resonance point control, and further accumulates the transmitted rotational power as inertial energy. To do. Thereby, the vehicle vibration reduction device 1 is also used as a travel energy storage device of the vehicle 2. That is, in the vehicle vibration reduction device 1, the rotator 30 is an inertial mass body and also serves as a flywheel, and the rotator 30 rotates when power is transmitted to the rotator 30. Can be stored as inertial energy. As a result, the vehicle vibration reducing device 1 achieves both reduction of vibration and improvement of fuel efficiency.
以下、図1を参照して車両用振動低減装置1の各構成について詳細に説明する。
Hereinafter, each configuration of the vehicle vibration reduction device 1 will be described in detail with reference to FIG.
回転体30は、円板状に形成され、後述の無段変速機60の出力軸62に一体回転可能に結合される。つまり、回転体30は、無段変速機60、低減装置クラッチ50、増速機41等を介して変速機入力軸13に動力伝達可能に連結される。
The rotating body 30 is formed in a disk shape and is coupled to an output shaft 62 of a continuously variable transmission 60 described later so as to be integrally rotatable. That is, the rotating body 30 is connected to the transmission input shaft 13 through the continuously variable transmission 60, the reduction device clutch 50, the speed increaser 41, and the like so that power can be transmitted.
変速装置40は、変速機入力軸13から回転体30に伝達される回転動力を変速する際の変速比、ここでは、無段変速機60の変速比が変更されることで回転体30の回転を調節して回転体30の慣性質量を可変とする。本実施形態の変速装置40は、回転体30に伝達される回転動力の変速比を変更し回転体30の回転を調節することで、回転体30への慣性エネルギの蓄積、又は、回転体30からの慣性エネルギの放出を行うことが可能となっている。つまり、変速装置40は、無段変速機60の変速比を制御することで、回転体30の回転を調節して回転体30への慣性エネルギの蓄積、又は、回転体30からの慣性エネルギの放出を行うことが可能となっている。
The speed change device 40 changes the speed ratio when the rotational power transmitted from the transmission input shaft 13 to the rotator 30 is changed, here, the speed ratio of the continuously variable transmission 60 is changed, so that the rotator 30 rotates. Is adjusted to make the inertial mass of the rotating body 30 variable. The transmission 40 according to the present embodiment changes the speed ratio of the rotational power transmitted to the rotating body 30 and adjusts the rotation of the rotating body 30, thereby accumulating inertia energy in the rotating body 30 or rotating the rotating body 30. It is possible to release inertial energy from the. That is, the transmission 40 controls the transmission ratio of the continuously variable transmission 60 to adjust the rotation of the rotating body 30 to accumulate inertia energy in the rotating body 30 or to store inertia energy from the rotating body 30. Release is possible.
増速機41は、ドライブギヤ41aと、ドライブギヤ41aより歯数が少ないドリブンギヤ41bとを含んで構成される。ドライブギヤ41aは、変速機入力軸13に一体回転可能に結合される。ドリブンギヤ41bは、低減装置回転軸15に一体回転可能に結合され、ドライブギヤ41aと噛み合っている。
The speed increaser 41 includes a drive gear 41a and a driven gear 41b having a smaller number of teeth than the drive gear 41a. The drive gear 41a is coupled to the transmission input shaft 13 so as to be integrally rotatable. The driven gear 41b is coupled to the reduction device rotating shaft 15 so as to be integrally rotatable, and meshes with the drive gear 41a.
エンジン4、あるいは、駆動輪10から変速機入力軸13に伝達された回転動力は、ドライブギヤ41a、ドリブンギヤ41bを介して低減装置回転軸15に入力(伝達)される。このとき、変速機入力軸13から低減装置回転軸15に伝達される動力は、増速機41にて変速比(ギヤ比)に応じて増速され、回転体30側に伝達される。
Rotational power transmitted from the engine 4 or the drive wheel 10 to the transmission input shaft 13 is input (transmitted) to the reduction device rotation shaft 15 via the drive gear 41a and the driven gear 41b. At this time, the power transmitted from the transmission input shaft 13 to the reduction device rotating shaft 15 is increased by the speed increaser 41 according to the gear ratio (gear ratio) and transmitted to the rotating body 30 side.
無段変速機60は、いわゆるベルト式の無段変速機であり、変速機入力軸13と回転体30との間の動力伝達経路に設けられる。無段変速機60は、ECU11によって動作が制御される。無段変速機60は、入力軸61と、出力軸62と、入力軸61に一体回転可能に結合されたプライマリプーリ63と、出力軸62に一体回転可能に結合されたセカンダリプーリ64と、プライマリプーリ63とセカンダリプーリ64との間に掛け渡された無端のベルト65とを含んで構成される。無段変速機60は、入力軸61に入力された動力をプライマリプーリ63からベルト65を介してセカンダリプーリ64に伝達し、出力軸62から出力可能であると共に、入力軸61、プライマリプーリ63と出力軸62、セカンダリプーリ64との回転速度比である変速比(=入力回転数/出力回転数)を無段階に変更可能である。
The continuously variable transmission 60 is a so-called belt-type continuously variable transmission, and is provided in a power transmission path between the transmission input shaft 13 and the rotating body 30. The operation of the continuously variable transmission 60 is controlled by the ECU 11. The continuously variable transmission 60 includes an input shaft 61, an output shaft 62, a primary pulley 63 coupled to the input shaft 61 so as to be integrally rotatable, a secondary pulley 64 coupled to the output shaft 62 so as to be integrally rotatable, An endless belt 65 spanned between the pulley 63 and the secondary pulley 64 is included. The continuously variable transmission 60 transmits power input to the input shaft 61 from the primary pulley 63 to the secondary pulley 64 via the belt 65, and can output it from the output shaft 62. The speed ratio (= input rotation speed / output rotation speed) that is the rotation speed ratio between the output shaft 62 and the secondary pulley 64 can be changed steplessly.
入力軸61は、無段変速機60においてエンジン4等からの回転動力が入力される回転部材である。出力軸62は、無段変速機60において回転体30側へ回転動力を出力する回転部材である。入力軸61は、動力が伝達されて回転軸線X3を回転中心として回転可能である。出力軸62は、動力が伝達されて回転軸線X1とほぼ同軸の回転軸線X4を回転中心として回転可能である。入力軸61は、後述の低減装置クラッチ50、低減装置回転軸15、増速機41等を介して変速機入力軸13と動力伝達可能に連結される。エンジン4等から変速機入力軸13に伝達された動力は、増速機41、低減装置回転軸15、低減装置クラッチ50等を介してこの入力軸61に伝達(入力)される。出力軸62は、回転体30と一体回転可能に結合される。つまり、回転体30は、出力軸62に対して回転軸線X4を回転中心として一体回転可能に結合される。無段変速機60は、ECU11の制御に応じて油圧制御装置等からプライマリプーリ63のプライマリシーブ油圧室、セカンダリプーリ64のセカンダリシーブ油圧室に供給されるオイルの圧力(プライマリ圧、セカンダリ圧)に応じて、変速動作を行い、変速比を無段階に変更する。
The input shaft 61 is a rotating member that receives rotational power from the engine 4 or the like in the continuously variable transmission 60. The output shaft 62 is a rotating member that outputs rotational power to the rotating body 30 side in the continuously variable transmission 60. The power is transmitted to the input shaft 61 and the input shaft 61 can rotate about the rotation axis X3. The output shaft 62 is rotatable about a rotation axis X4 that is substantially coaxial with the rotation axis X1 when power is transmitted. The input shaft 61 is connected to the transmission input shaft 13 through a reduction device clutch 50, a reduction device rotating shaft 15, a speed increaser 41, and the like, which will be described later, so that power can be transmitted. The power transmitted from the engine 4 or the like to the transmission input shaft 13 is transmitted (input) to the input shaft 61 via the speed increaser 41, the reduction device rotating shaft 15, the reduction device clutch 50, or the like. The output shaft 62 is coupled to the rotating body 30 so as to be integrally rotatable. In other words, the rotating body 30 is coupled to the output shaft 62 so as to be integrally rotatable about the rotation axis X4 as a rotation center. The continuously variable transmission 60 adjusts the oil pressure (primary pressure, secondary pressure) supplied to the primary sheave hydraulic chamber of the primary pulley 63 and the secondary sheave hydraulic chamber of the secondary pulley 64 from the hydraulic control device or the like according to the control of the ECU 11. In response, a speed change operation is performed and the speed ratio is changed steplessly.
上記のように構成される変速装置40は、ECU11が無段変速機60の変速比制御を実行することで、後述するように、慣性質量体である回転体30の見掛け上の慣性質量を可変制御することができる。
In the transmission 40 configured as described above, the apparent inertia mass of the rotating body 30 that is an inertial mass body is variable by the ECU 11 executing the gear ratio control of the continuously variable transmission 60 as described later. Can be controlled.
低減装置クラッチ50は、変速機入力軸13と回転体30とを動力伝達可能に係合した状態と係合を解除した状態とに切り替え可能である。本実施形態の低減装置クラッチ50は、増速機41と無段変速機60との間の動力伝達経路に設けられ、変速機入力軸13と無段変速機60とを動力伝達可能に係合した状態と係合を解除した状態とに切り替え可能である。低減装置クラッチ50は、種々のクラッチを用いることができ、例えば、湿式多板クラッチや乾式単板クラッチ等の摩擦式ディスククラッチ装置を用いることができる。ここでは、低減装置クラッチ50は、例えば、作動油の油圧であるクラッチ油圧によって作動する油圧式の装置である。低減装置クラッチ50は、増速機41側の回転部材50aと無段変速機60側の回転部材50bとを動力伝達可能に係合し増速機41と無段変速機60とを動力伝達可能に係合した係合状態と、この係合を解除した解放状態とに切り替え可能である。低減装置クラッチ50は、係合状態となることで回転部材50aと回転部材50bとが連結され、変速機入力軸13と無段変速機60との間での動力伝達が可能な状態となる。一方、低減装置クラッチ50は、解放状態となることで回転部材50aと回転部材50bとを切り離し変速機入力軸13と無段変速機60との間での動力伝達が遮断された状態となる。低減装置クラッチ50は、回転部材50aと回転部材50bとを係合する係合力が0である場合に係合が解除された解放状態となり、係合力が大きくなるにしたがって半係合状態(スリップ状態)を経て完全係合状態となる。ここでは、回転部材50aは、低減装置回転軸15と一体回転する部材である。一方、回転部材50bは、無段変速機60の入力軸61と一体回転する部材である。低減装置クラッチ50は、ECU11によって制御される。本実施形態では低減装置クラッチ50は、基本的には係合状態となっている。
The reduction device clutch 50 can be switched between a state in which the transmission input shaft 13 and the rotating body 30 are engaged so as to transmit power and a state in which the engagement is released. The reduction device clutch 50 of the present embodiment is provided in a power transmission path between the speed increaser 41 and the continuously variable transmission 60, and engages the transmission input shaft 13 and the continuously variable transmission 60 so that power can be transmitted. It is possible to switch between the engaged state and the disengaged state. Various clutches can be used as the reduction device clutch 50. For example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the reduction device clutch 50 is, for example, a hydraulic device that is operated by a clutch oil pressure that is a hydraulic oil pressure. The reduction device clutch 50 engages the rotating member 50a on the speed increaser 41 side and the rotating member 50b on the continuously variable transmission 60 side so that power can be transmitted, and can transmit power between the speed increasing unit 41 and the continuously variable transmission 60. It is possible to switch between an engaged state engaged with and a released state released from this engagement. When the reduction device clutch 50 is in the engaged state, the rotary member 50a and the rotary member 50b are connected, and power transmission between the transmission input shaft 13 and the continuously variable transmission 60 is possible. On the other hand, when the reduction device clutch 50 is in the released state, the rotation member 50a and the rotation member 50b are disconnected, and the power transmission between the transmission input shaft 13 and the continuously variable transmission 60 is cut off. When the engaging force for engaging the rotating member 50a and the rotating member 50b is 0, the reducing device clutch 50 is in a released state in which the engagement is released, and as the engaging force increases, the reducing device clutch 50 is in a half-engaged state (slip state). ) To complete engagement. Here, the rotation member 50 a is a member that rotates integrally with the reduction device rotation shaft 15. On the other hand, the rotating member 50 b is a member that rotates integrally with the input shaft 61 of the continuously variable transmission 60. The reduction device clutch 50 is controlled by the ECU 11. In the present embodiment, the reduction device clutch 50 is basically in an engaged state.
また、本実施形態の振動低減装置本体20は、さらに回転電機としてのモータ66と、蓄電装置としてのバッテリ67とを備える。モータ66は、無段変速機60の入力部材としての入力軸61に設けられる。モータ66は、固定子としてのステータがケース等に固定され、回転子としてのロータがステータの径方向内側に配置されて入力軸61に一体回転可能に結合される。モータ66は、インバータなどを介してバッテリ67から供給された電力を機械的動力に変換する電動機としての機能(力行機能)と、入力された機械的動力を電力に変換しインバータなどを介してバッテリ67に充電する発電機としての機能(回生機能)とを兼ね備えた回転電機である。モータ66は、ロータが回転駆動することで、入力軸61の回転(速度)を制御することができる。モータ66は、ECU11によってその駆動が制御される。
Further, the vibration reduction device main body 20 of the present embodiment further includes a motor 66 as a rotating electrical machine and a battery 67 as a power storage device. The motor 66 is provided on an input shaft 61 as an input member of the continuously variable transmission 60. In the motor 66, a stator as a stator is fixed to a case or the like, and a rotor as a rotor is disposed on the radially inner side of the stator and coupled to the input shaft 61 so as to be integrally rotatable. The motor 66 has a function (power running function) as an electric motor that converts electric power supplied from the battery 67 through an inverter or the like into mechanical power, and converts the input mechanical power into electric power and converts the electric power into electric power through the inverter or the like. 67 is a rotating electrical machine that also has a function (regenerative function) as a generator for charging 67. The motor 66 can control the rotation (speed) of the input shaft 61 as the rotor rotates. The driving of the motor 66 is controlled by the ECU 11.
ECU11は、アクセル開度センサ70、スロットル開度センサ71、車速センサ72、エンジン回転数センサ73、入力軸回転数センサ74、回転体回転数センサ75、ブレーキセンサ76等、種々のセンサから検出した検出結果に対応した電気信号が入力される。アクセル開度センサ70は、運転者によるアクセルペダルの操作量(アクセル操作量)であるアクセル開度を検出する。スロットル開度センサ71は、エンジン4のスロットル開度を検出する。車速センサ72は、車両2の走行速度である車速を検出する。エンジン回転数センサ73は、エンジン4のエンジン回転数を検出する。入力軸回転数センサ74は、主変速機8の変速機入力軸13の入力軸回転数を検出する。回転体回転数センサ75は、回転体30の回転数を検出する。ブレーキセンサ76は、運転者によるブレーキペダルの操作量(ブレーキ操作量)、例えば、マスタシリンダ圧等を検出する。
The ECU 11 detects from various sensors such as an accelerator opening sensor 70, a throttle opening sensor 71, a vehicle speed sensor 72, an engine speed sensor 73, an input shaft speed sensor 74, a rotating body speed sensor 75, a brake sensor 76, and the like. An electric signal corresponding to the detection result is input. The accelerator opening sensor 70 detects an accelerator opening that is an operation amount (accelerator operation amount) of the accelerator pedal by the driver. The throttle opening sensor 71 detects the throttle opening of the engine 4. The vehicle speed sensor 72 detects the vehicle speed that is the traveling speed of the vehicle 2. The engine speed sensor 73 detects the engine speed of the engine 4. The input shaft rotational speed sensor 74 detects the input shaft rotational speed of the transmission input shaft 13 of the main transmission 8. The rotating body rotational speed sensor 75 detects the rotational speed of the rotating body 30. The brake sensor 76 detects a brake pedal operation amount (brake operation amount) by the driver, for example, a master cylinder pressure or the like.
ECU11は、入力された検出結果に応じて、低減装置クラッチ50、無段変速機60、モータ66等を制御する。ここでは、低減装置クラッチ50は、媒体としての作動油の圧力(油圧)によって作動する油圧式の装置であり、ECU11は、油圧制御装置等を介してこれらの動作を制御する。また、ECU11は、例えば、アクセル開度センサ70による検出結果に基づいて、運転者による車両2に対する加速要求操作であるアクセル操作のON/OFFを検出することができる。また、ECU11は、例えば、ブレーキセンサ76による検出結果に基づいて、運転者による車両2に対する制動要求操作であるブレーキ操作のON/OFFを検出することができる。
The ECU 11 controls the reduction device clutch 50, the continuously variable transmission 60, the motor 66, and the like according to the input detection result. Here, the reduction device clutch 50 is a hydraulic device that is operated by the pressure (hydraulic pressure) of hydraulic oil as a medium, and the ECU 11 controls these operations via a hydraulic control device or the like. For example, the ECU 11 can detect ON / OFF of an accelerator operation that is an acceleration requesting operation for the vehicle 2 by the driver based on a detection result by the accelerator opening sensor 70. Further, the ECU 11 can detect ON / OFF of a brake operation, which is a brake request operation for the vehicle 2 by the driver, based on a detection result by the brake sensor 76, for example.
上記のように構成される車両用振動低減装置1は、変速装置40の無段変速機60が回転体30の慣性質量を可変とし被駆動側の慣性質量を調節する。これにより、車両用振動低減装置1は、エンジン4の回転数やエンジントルク等の運転状態に応じて変動する駆動側と被駆動側との共振点(パワートレーン3の共振点)を低下させ共振を効果的に抑制することができる。よって、この車両用振動低減装置1は、例えば、パワートレーン3で発生したエンジン爆発1次に起因する振動を抑制することができ、振動騒音の低減、燃費の向上を図ることができる。
In the vehicular vibration reduction device 1 configured as described above, the continuously variable transmission 60 of the transmission 40 adjusts the inertial mass on the driven side while changing the inertial mass of the rotating body 30. As a result, the vehicle vibration reducing device 1 reduces the resonance point (resonance point of the power train 3) between the driving side and the driven side, which fluctuates according to the operating state such as the rotational speed of the engine 4 and engine torque. Can be effectively suppressed. Therefore, this vehicle vibration reduction device 1 can suppress vibration caused by the engine explosion primary generated in the power train 3, for example, and can reduce vibration noise and improve fuel consumption.
このとき、車両用振動低減装置1は、ECU11が無段変速機60の変速比を制御することによって共振点調節制御を行う。これにより、車両用振動低減装置1は、振動低減装置本体20の慣性質量を適宜設定することができ、より広範囲な運転領域で適正に振動を低減することができる。
At this time, the vehicular vibration reduction device 1 performs resonance point adjustment control by the ECU 11 controlling the gear ratio of the continuously variable transmission 60. Thereby, the vehicle vibration reduction device 1 can appropriately set the inertial mass of the vibration reduction device main body 20, and can appropriately reduce the vibration in a wider range of operation.
すなわち、車両用振動低減装置1は、ECU11が無段変速機60の変速比を制御し出力軸62の回転を可変制御する。これにより、車両用振動低減装置1は、回転体30の回転を可変とし、回転体30に作用する慣性力を可変とする。これにより、車両用振動低減装置1は、慣性質量体の見掛け上の慣性質量を可変に制御する慣性質量制御を行う。例えば、車両用振動低減装置1は、回転体30の回転速度を増速することにより、慣性質量体の見掛け上の慣性質量を増加し、実際の慣性質量を増加させた場合と同等の効果を得ることができる。車両用振動低減装置1は、これを利用して、被駆動側の慣性質量を調節し共振点を変更することができ、振動低減装置本体20の振動低減特性を変更することができる。車両用振動低減装置1は、例えば、無段変速機60の変速比をアップシフトし(すなわち、変速比を小さくし)、回転体30の回転数を上昇させ、回転体30の慣性質量を増加させることで、被駆動側の慣性質量を増加させることができ、これにより、被駆動側の共振周波数を低下させ、パワートレーン3の共振点を低下させることができる。
That is, in the vehicle vibration reduction device 1, the ECU 11 controls the speed ratio of the continuously variable transmission 60 and variably controls the rotation of the output shaft 62. As a result, the vehicle vibration reduction device 1 makes the rotation of the rotating body 30 variable and makes the inertial force acting on the rotating body 30 variable. Thus, the vehicle vibration reduction device 1 performs inertial mass control for variably controlling the apparent inertial mass of the inertial mass body. For example, the vehicular vibration reduction device 1 increases the apparent inertial mass of the inertial mass body by increasing the rotational speed of the rotator 30, and has the same effect as when the actual inertial mass is increased. Obtainable. By using this, the vehicle vibration reduction device 1 can change the resonance point by adjusting the inertial mass on the driven side, and can change the vibration reduction characteristics of the vibration reduction device body 20. For example, the vehicle vibration reduction device 1 upshifts the transmission ratio of the continuously variable transmission 60 (that is, reduces the transmission ratio), increases the rotational speed of the rotating body 30, and increases the inertial mass of the rotating body 30. By doing so, the inertial mass on the driven side can be increased, thereby reducing the resonance frequency on the driven side and reducing the resonance point of the power train 3.
なお、振動低減装置本体20の総合慣性質量は、例えば、振動低減装置本体20の慣性質量体(回転体30、増速機41、低減装置クラッチ50、無段変速機60等)の実際の慣性質量、総合慣性質量速度項、総合慣性質量トルク項等を含む。総合慣性質量速度項とは、振動低減装置本体20全体において回転体30等の回転速度を可変とすることによる見掛け上の慣性質量である。総合慣性質量速度項は、言い換えれば、無段変速機60の変速比制御に応じた回転速度変化による振動低減装置本体20全体での見掛け上の慣性質量である。総合慣性質量トルク項とは、振動低減装置本体20全体において回転体30等の回転速度変化の際に作用するトルクによる見掛け上の慣性質量である。総合慣性質量トルク項は、言い換えれば、無段変速機60の変速比制御に応じた回転速度変化の際に作用するトルクによる振動低減装置本体20全体での見掛け上の慣性質量である。
The total inertial mass of the vibration reducing device main body 20 is, for example, the actual inertia of the inertial mass body of the vibration reducing device main body 20 (rotary body 30, speed increaser 41, reduction device clutch 50, continuously variable transmission 60, etc.). Includes mass, total inertia mass velocity term, total inertia mass torque term, etc. The total inertia mass velocity term is an apparent inertia mass obtained by changing the rotation speed of the rotating body 30 or the like in the entire vibration reduction apparatus main body 20. In other words, the total inertia mass velocity term is an apparent inertia mass in the entire vibration reduction apparatus main body 20 due to a change in the rotation speed according to the gear ratio control of the continuously variable transmission 60. The total inertial mass torque term is an apparent inertial mass due to a torque that acts when the rotational speed of the rotating body 30 or the like changes in the entire vibration reduction device main body 20. In other words, the total inertial mass torque term is an apparent inertial mass of the entire vibration reduction apparatus main body 20 due to a torque that acts when the rotational speed changes according to the transmission ratio control of the continuously variable transmission 60.
したがって、車両用振動低減装置1は、ECU11が無段変速機60の変速比制御を実行して総合慣性質量を調節することで、振動低減装置本体20の慣性質量をパワートレーン3で発生する振動に応じて適正に調節することができる。ECU11は、例えば、目標の制御量に基づいて、無段変速機60の変速比を制御する。ここで、目標の制御量は、現在のエンジン回転数、エンジントルク及び変速段等に応じて変化するパワートレーン3の共振点の数や共振周波数等により定まる振動モードに対応した制御量である。目標の制御量は、例えば、各振動モードで振動するパワートレーン3に対して、回転体30等の回転(慣性質量)を調節し共振点を低下させることで振動の低減を実現することができる目標変速比である。
Therefore, in the vehicle vibration reduction device 1, the ECU 11 executes the gear ratio control of the continuously variable transmission 60 to adjust the total inertia mass, so that the inertia mass of the vibration reduction device body 20 is generated in the power train 3. Can be adjusted accordingly. For example, the ECU 11 controls the gear ratio of the continuously variable transmission 60 based on a target control amount. Here, the target control amount is a control amount corresponding to a vibration mode determined by the number of resonance points of the power train 3 that changes in accordance with the current engine speed, engine torque, gear position, and the like, the resonance frequency, and the like. For example, the target control amount can be reduced by adjusting the rotation (inertial mass) of the rotating body 30 and the like to lower the resonance point with respect to the power train 3 that vibrates in each vibration mode. This is the target gear ratio.
この結果、車両用振動低減装置1は、例えば、パワートレーン3における共振点(共振周波数)が変化するような場合であっても、振動低減装置本体20の慣性質量を適正な慣性質量に調節し共振点を調節することでパワートレーン3の効率や振動騒音が最適となるように制御することができる。ここでは、ECU11は、無段変速機60が無段階に変速比を変更できるものであるため、より細かく無段階に、シームレスに回転体30の回転調節、共振点調節が可能である。これにより、車両用振動低減装置1は、振動の低減性能を向上することができることから、例えば、車両2の快適な走行を実現できると共に、例えば、トルクコンバータのロックアップクラッチ機構をONにすることができる回転数領域を拡大することができ、比較的に低回転数の領域でロックアップクラッチ機構をONにすることができるので燃費を向上できる。
As a result, the vehicle vibration reduction device 1 adjusts the inertial mass of the vibration reduction device main body 20 to an appropriate inertial mass even when, for example, the resonance point (resonance frequency) in the power train 3 changes. By adjusting the resonance point, the efficiency and vibration noise of the power train 3 can be controlled to be optimal. Here, since the continuously variable transmission 60 can change the gear ratio steplessly, the ECU 11 can seamlessly adjust the rotation of the rotating body 30 and the resonance point in a stepless manner. Thereby, since the vehicle vibration reduction device 1 can improve the vibration reduction performance, for example, the vehicle 2 can realize a comfortable traveling and, for example, turn on the lock-up clutch mechanism of the torque converter. Can be expanded, and the lockup clutch mechanism can be turned on in a relatively low rotational speed region, so that fuel efficiency can be improved.
そして、本実施形態の車両用振動低減装置1は、エンジン4から駆動輪10までの動力伝達経路に対して並列に回転体30を含む振動低減装置本体20が設けられる。これにより、車両用振動低減装置1は、振動低減装置本体20が変動分の動力に対応できるだけの強度を備えていればよく、例えば、エンジン4から駆動輪10までの動力伝達経路に直列で設けられる場合と比較して、各部材の強度を相対的に低くすることができる。この結果、車両用振動低減装置1は、振動低減装置本体20の大型化や重量増加を抑制することができる。
In the vehicle vibration reduction device 1 of the present embodiment, a vibration reduction device main body 20 including a rotating body 30 is provided in parallel with the power transmission path from the engine 4 to the drive wheels 10. As a result, the vibration reducing device 1 for a vehicle only needs to have a strength sufficient for the vibration reducing device main body 20 to cope with the power for the fluctuation. For example, it is provided in series in the power transmission path from the engine 4 to the drive wheels 10. Compared with the case where it is made, the intensity | strength of each member can be made relatively low. As a result, the vehicle vibration reduction device 1 can suppress an increase in size and weight of the vibration reduction device body 20.
さらに、車両用振動低減装置1は、変速装置40が変速機入力軸13からの回転動力を増速機41にて増速して回転体30側に伝達することから、回転体30を含む振動低減装置本体20の見掛け上の慣性質量を増速機41の速度比(=出力回転数/入力回転数)の2乗(ギヤ比の逆数の2乗)に比例して大きくすることができる。例えば、車両用振動低減装置1は、増速機41の速度比を「4」とすると、速度比「1」である場合に対して、振動低減装置本体20の実際の慣性質量が1/16であっても、ほぼ同等の共振点調節(共振点制御)効果を得ることができる。つまり、車両用振動低減装置1は、所定の振動低減特性を得るために必要な振動低減装置本体20の実際の慣性質量を相対的に小さくすることができる。この点でも、車両用振動低減装置1は、振動低減装置本体20の大型化や重量増加を抑制することができる。
Further, in the vehicle vibration reducing device 1, the transmission 40 increases the rotational power from the transmission input shaft 13 by the speed increaser 41 and transmits it to the rotating body 30 side. The apparent inertial mass of the reduction device main body 20 can be increased in proportion to the square of the speed ratio (= output rotation speed / input rotation speed) of the speed increaser 41 (the square of the reciprocal of the gear ratio). For example, when the speed ratio of the speed increaser 41 is “4”, the vehicle vibration reduction apparatus 1 has an actual inertial mass of the vibration reduction apparatus body 20 of 1/16 compared to the speed ratio “1”. Even so, substantially the same resonance point adjustment (resonance point control) effect can be obtained. That is, the vehicle vibration reduction device 1 can relatively reduce the actual inertial mass of the vibration reduction device main body 20 necessary for obtaining predetermined vibration reduction characteristics. Also in this respect, the vehicle vibration reduction device 1 can suppress an increase in size and weight of the vibration reduction device body 20.
この結果、車両用振動低減装置1は、装置の大型化や重量増加、製造コスト増加等を抑制し車両2への搭載性、車両2の燃費性能、運動性能を向上した上で、適正に振動を低減することができ、車両2の快適な走行を実現することができる。
As a result, the vehicular vibration reducing device 1 suppresses the increase in size, weight, and manufacturing cost of the device and improves the mountability to the vehicle 2, the fuel efficiency performance, and the motion performance of the vehicle 2, and then appropriately vibrates. Can be reduced, and comfortable running of the vehicle 2 can be realized.
また、本実施形態の車両用振動低減装置1は、無段変速機60が主変速機8の変速比に対応した変速比で回転体30に伝達される動力を変速することで、例えば、主変速機8の変速比(変速段)が変更された際に、この主変速機8の変速状況に応じて慣性質量の可変制御を行っている。
Further, in the vehicle vibration reduction device 1 of the present embodiment, the continuously variable transmission 60 shifts the power transmitted to the rotating body 30 at a gear ratio corresponding to the gear ratio of the main transmission 8, for example, When the gear ratio (gear stage) of the transmission 8 is changed, variable control of the inertial mass is performed in accordance with the shift state of the main transmission 8.
この結果、車両用振動低減装置1は、例えば、主変速機8の変速やエンジン回転数、エンジントルクの変動に応じてパワートレーン3における共振点(共振周波数)が変化するような場合であっても、これに応じて無段変速機60の変速比が変更され、振動低減装置本体20の慣性質量を適正な慣性質量に調節し共振点を調節することでパワートレーン3の効率や振動騒音が最適となるように制御することができる。
As a result, the vehicular vibration reduction device 1 is a case where the resonance point (resonance frequency) in the power train 3 changes according to the shift of the main transmission 8, the engine speed, and the engine torque, for example. However, the gear ratio of the continuously variable transmission 60 is changed accordingly, and the efficiency and vibration noise of the power train 3 are adjusted by adjusting the inertial mass of the vibration reduction device body 20 to an appropriate inertial mass and adjusting the resonance point. It can be controlled to be optimal.
そしてさらに、本実施形態のECU11は、無段変速機60の変速比を制御することで回転体30の回転を調節し、回転体30への慣性エネルギの蓄積、又は、回転体30からの慣性エネルギの放出を行うこともできる。ここでは、ECU11は例えば、車両2に対する加速要求操作が解除された状態、すなわち、アクセル操作がOFF状態である場合に、無段変速機60を制御し、回転体30に慣性エネルギを蓄積する制御を実行可能である。また、ECU11は、車両2に対する加速要求操作がなされた状態、すなわち、アクセル操作がON状態である場合に、無段変速機60を制御し、回転体30に蓄積した慣性エネルギを放出する制御を実行可能である。典型的には、ECU11は、無段変速機60を制御し、車両2の減速時に回転体30に慣性エネルギを蓄積し、車両2の加速時に回転体30に蓄積した慣性エネルギを放出する。
Further, the ECU 11 of the present embodiment adjusts the rotation of the rotating body 30 by controlling the gear ratio of the continuously variable transmission 60, accumulates inertia energy in the rotating body 30, or inertias from the rotating body 30. It is also possible to release energy. Here, for example, the ECU 11 controls the continuously variable transmission 60 and accumulates inertia energy in the rotating body 30 when the acceleration requesting operation for the vehicle 2 is released, that is, when the accelerator operation is OFF. Can be executed. Further, the ECU 11 controls the continuously variable transmission 60 and releases the inertia energy accumulated in the rotating body 30 when the acceleration requesting operation is performed on the vehicle 2, that is, when the accelerator operation is ON. It is feasible. Typically, the ECU 11 controls the continuously variable transmission 60, accumulates inertia energy in the rotating body 30 when the vehicle 2 is decelerated, and releases the inertia energy accumulated in the rotating body 30 when the vehicle 2 is accelerated.
例えば、ECU11は、アクセル操作がOFF状態でエンジン4のスロットルが閉じられ車両2が惰性(減速)走行になった場合、あるいは、アクセル操作がOFF状態でブレーキ操作(制動要求操作)がONされて車両2が減速走行になった場合に、無段変速機60をアップシフトする。この結果、振動低減装置本体20は、回転体30の回転数が上昇し、これに伴って回転体30に伝達された回転動力をこの回転体30にて慣性エネルギとして蓄積することができる。このとき、低減装置クラッチ50は、係合状態となっている。
For example, when the accelerator operation is OFF and the throttle of the engine 4 is closed and the vehicle 2 travels inertial (deceleration), or when the accelerator operation is OFF and the brake operation (braking request operation) is ON, When the vehicle 2 decelerates, the continuously variable transmission 60 is upshifted. As a result, the vibration reducing device main body 20 can accumulate the rotational power transmitted to the rotating body 30 as inertia energy in the rotating body 30 as the rotational speed of the rotating body 30 increases. At this time, the reduction device clutch 50 is in an engaged state.
この場合、振動低減装置本体20は、車両2の惰性走行や減速走行の際には、駆動輪10側からデファレンシャルギヤ9、変速機出力軸14、複数の変速段81、82、83のいずれか1つ、変速機入力軸13、増速機41、低減装置回転軸15、低減装置クラッチ50等を介して無段変速機60の入力軸61に回転動力が入力される。そして、振動低減装置本体20は、この入力軸61からベルト65、出力軸62等を介して回転体30に伝達された回転動力を、上記のように回転体30の回転数の上昇に伴って、この回転体30にて慣性エネルギとして蓄積することができる。すなわち、この車両用振動低減装置1は、車両2の惰性走行時や減速走行時に、駆動輪10側から回転体30に伝達された回転動力によって、この回転体30の回転数を上昇させ空転させることで、回転体30にて車両2の運動(走行)エネルギを回収、蓄積することができる。
In this case, when the vehicle 2 is coasting or decelerating, the vibration reduction device body 20 is one of the differential gear 9, the transmission output shaft 14, and the plurality of shift stages 81, 82, 83 from the drive wheel 10 side. Rotational power is input to the input shaft 61 of the continuously variable transmission 60 through the transmission input shaft 13, the speed increaser 41, the reduction device rotation shaft 15, the reduction device clutch 50, and the like. The vibration reducing device main body 20 transmits the rotational power transmitted from the input shaft 61 to the rotating body 30 via the belt 65, the output shaft 62 and the like as the rotational speed of the rotating body 30 increases as described above. The rotary body 30 can accumulate the inertia energy. That is, the vehicular vibration reduction device 1 causes the rotational speed of the rotating body 30 to increase and idle by the rotational power transmitted from the drive wheel 10 side to the rotating body 30 when the vehicle 2 is coasting or decelerating. Thus, the kinetic (running) energy of the vehicle 2 can be collected and accumulated by the rotating body 30.
このとき、車両2は、制動装置12等と協調して回転体30の慣性による回転抵抗(負の回転力)が駆動輪10に作用することで車両2の駆動輪10に制動力が発生し、これにより、車両2が所望の減速度で減速する。この場合、振動低減装置本体20は、無段変速機60の変速比を連続的に変更することで、回転体30の回転数を連続的に変化させることができ、言い換えれば、駆動輪10に作用する制動力を連続的に変化させ、車両2の減速度を連続的に変化させることができる。
At this time, in the vehicle 2, a braking force is generated in the driving wheel 10 of the vehicle 2 by the rotational resistance (negative rotating force) due to the inertia of the rotating body 30 acting on the driving wheel 10 in cooperation with the braking device 12 and the like. Thereby, the vehicle 2 decelerates at a desired deceleration. In this case, the vibration reduction device main body 20 can continuously change the rotational speed of the rotating body 30 by continuously changing the gear ratio of the continuously variable transmission 60, in other words, the drive wheel 10. The applied braking force can be continuously changed, and the deceleration of the vehicle 2 can be continuously changed.
また、本実施形態の振動低減装置本体20は、増速機41等を介して増速された回転動力が入力軸61に入力され回転体30に伝達される。このため、振動低減装置本体20は、回転体30を十分に上昇させることができ、回転体30にて車両2の運動エネルギをより効率よく慣性エネルギとして回収することができ、蓄積エネルギ量を向上することができる。
Further, in the vibration reduction device main body 20 of the present embodiment, the rotational power increased through the speed increaser 41 or the like is input to the input shaft 61 and transmitted to the rotating body 30. For this reason, the vibration reduction apparatus main body 20 can raise the rotary body 30 sufficiently, the rotary body 30 can more efficiently collect the kinetic energy of the vehicle 2 as inertial energy, and improve the amount of stored energy. can do.
一方、ECU11は、例えば、アクセル操作がON状態でエンジン4のスロットルが開かれ車両2が加速走行になった場合、無段変速機60をダウンシフトする。この結果、振動低減装置本体20は、回転体30の回転数が低下し、これに伴って回転体30に蓄積されていた慣性エネルギを回転動力として放出することができる。つまり、ECU11は、回転体30から慣性エネルギを放出する際に、無段変速機60を制御して回転体30の回転数を低下させる。
On the other hand, the ECU 11 downshifts the continuously variable transmission 60 when, for example, the accelerator operation is ON and the throttle of the engine 4 is opened and the vehicle 2 is accelerated. As a result, the vibration reducing device main body 20 can release the inertial energy accumulated in the rotating body 30 as rotational power as the rotational speed of the rotating body 30 decreases. That is, the ECU 11 controls the continuously variable transmission 60 to reduce the rotational speed of the rotating body 30 when releasing the inertial energy from the rotating body 30.
この場合、振動低減装置本体20は、回転体30の回転数の低下に伴って、回転体30に蓄積されていた慣性エネルギを回転動力として放出し、出力軸62から出力する。出力軸62から出力された回転動力は、ベルト65、無段変速機60の入力軸61、低減装置クラッチ50、低減装置回転軸15、増速機41、変速機入力軸13、複数の変速段81、82、83のいずれか1つ、変速機出力軸14、デファレンシャルギヤ9等を介して駆動輪10に伝達される。すなわち、この車両用振動低減装置1は、車両2の加速走行時に、回転体30から慣性エネルギを放出し、回転体30側から駆動輪10に伝達された回転動力によって、駆動輪10を駆動することができる。
In this case, as the rotational speed of the rotating body 30 decreases, the vibration reducing device main body 20 releases the inertia energy accumulated in the rotating body 30 as rotational power and outputs it from the output shaft 62. The rotational power output from the output shaft 62 includes the belt 65, the input shaft 61 of the continuously variable transmission 60, the reduction device clutch 50, the reduction device rotation shaft 15, the speed increaser 41, the transmission input shaft 13, and a plurality of speed stages. It is transmitted to the drive wheel 10 via any one of 81, 82, 83, the transmission output shaft 14, the differential gear 9 and the like. That is, the vehicle vibration reduction device 1 releases inertial energy from the rotating body 30 when the vehicle 2 is accelerated, and drives the driving wheel 10 by the rotational power transmitted to the driving wheel 10 from the rotating body 30 side. be able to.
このとき、車両2は、エンジン4等と協調して回転体30からの回転動力が駆動輪10に作用することで駆動力が発生し、これにより、車両2が加速する。この場合も、振動低減装置本体20は、無段変速機60の変速比を連続的に変更することで、回転体30の回転数を連続的に変化させることができ、言い換えれば、駆動輪10に作用する駆動力を連続的に変化させ、車両2の加速度を連続的に変化させることができる。
At this time, the vehicle 2 generates driving force by the rotational power from the rotating body 30 acting on the driving wheels 10 in cooperation with the engine 4 and the like, and thereby the vehicle 2 is accelerated. Also in this case, the vibration reduction device body 20 can continuously change the rotation speed of the rotating body 30 by continuously changing the gear ratio of the continuously variable transmission 60, in other words, the drive wheel 10. The driving force acting on the vehicle 2 can be continuously changed, and the acceleration of the vehicle 2 can be continuously changed.
したがって、上記のように構成される車両用振動低減装置1は、回転体30を含む振動低減装置本体20にエネルギ(回転体30の慣性運動エネルギ)を蓄積し、必要に応じてエネルギを放出することができ、よって、燃費性能の向上を図ることができる。
Therefore, the vehicle vibration reduction device 1 configured as described above accumulates energy (inertial kinetic energy of the rotary body 30) in the vibration reduction device body 20 including the rotary body 30, and releases the energy as necessary. Therefore, the fuel efficiency can be improved.
この結果、車両用振動低減装置1は、例えば、車両2の状態に応じて、振動低減装置本体20の共振点調節装置としての機能と、車両2の走行エネルギ蓄積装置としての機能とを適切に使い分けることで、振動の低減と燃費性能の向上とを両立することができる。すなわち、車両用振動低減装置1は、運転状態に応じて振動低減装置本体20が共振点調節装置としてNVHを低減することができる。一方、車両用振動低減装置1は、車両2の惰性走行時や減速走行時等の運転領域では、振動低減装置本体20がエネルギ蓄積装置としてエネルギ(慣性(運動)エネルギ)を蓄積することができ、蓄積したエネルギをエンジン4の出力と協調させて適宜放出することができる。
As a result, the vehicle vibration reduction device 1 appropriately performs, for example, the function as the resonance point adjustment device of the vibration reduction device body 20 and the function as the travel energy storage device of the vehicle 2 according to the state of the vehicle 2. By using properly, it is possible to achieve both reduction of vibration and improvement of fuel efficiency. That is, in the vehicle vibration reduction device 1, the vibration reduction device body 20 can reduce NVH as the resonance point adjustment device according to the driving state. On the other hand, the vehicle vibration reduction device 1 can store energy (inertia (kinetic) energy) as the energy storage device in the driving region such as when the vehicle 2 is coasting or decelerating. The stored energy can be appropriately released in cooperation with the output of the engine 4.
そして、車両用振動低減装置1は、無段変速機60でより細かく無段階に回転体30の回転調節、慣性質量調節が可能である。よって、車両用振動低減装置1は、より状況に応じて詳細に精度よく共振点調節を行うことができると共に、より円滑に回転体30への慣性エネルギの蓄積、回転体30からの慣性エネルギの放出を行うことができエネルギの蓄積、放出の効率を高くすることができる。
Further, the vehicle vibration reduction device 1 is capable of finely and continuously adjusting the rotation of the rotating body 30 and adjusting the inertial mass with the continuously variable transmission 60. Therefore, the vehicle vibration reduction device 1 can perform the resonance point adjustment in detail and more accurately according to the situation, and more smoothly accumulate the inertia energy in the rotator 30, and the inertia energy from the rotator 30. Emission can be performed, and energy storage and emission efficiency can be increased.
この場合、ECU11は、回転体30にエネルギを蓄積する際に、モータ66を制御し無負荷状態としておくことで、無段変速機60の変速比制御によって、車両2の運動(走行)エネルギを回転体30にて機械的なエネルギとして効率よく蓄積することができる。すなわち、車両用振動低減装置1は、振動低減装置本体20が無段変速機60を介して回転体30に機械的な回転エネルギを蓄積することから、車両2の運動エネルギの大部分を電気エネルギ等ではなく変換効率のよい(変換損失の少ない)機械的な回転エネルギに変換し回転体30に蓄積することができる。また、車両用振動低減装置1は、例えば、ブレーキ等を用いて遊星歯車機構の回転要素を制御することで回転体30の回転を調節し回転体30へのエネルギの蓄積等を行う構成と比較して、ブレーキ等において熱エネルギとして無駄にエネルギを消費してしまうことを抑制することができる。よって、車両用振動低減装置1は、振動低減装置本体20にてエネルギ損失を抑制することができ、エネルギ蓄積体としての効率を向上することができる。この結果、車両用振動低減装置1は、エネルギ効率を向上することができ、燃費性能を向上することができる。
In this case, the ECU 11 controls the motor 66 to be in a no-load state when accumulating energy in the rotating body 30, so that the kinetic (running) energy of the vehicle 2 is obtained by the gear ratio control of the continuously variable transmission 60. The rotating body 30 can efficiently accumulate mechanical energy. That is, in the vehicle vibration reduction device 1, since the vibration reduction device main body 20 accumulates mechanical rotational energy in the rotating body 30 via the continuously variable transmission 60, most of the kinetic energy of the vehicle 2 is converted into electric energy. It is possible to convert the rotational energy into mechanical rotational energy with good conversion efficiency (low conversion loss) and store it in the rotating body 30. Further, the vehicle vibration reduction device 1 is compared with a configuration in which, for example, the rotation element of the planetary gear mechanism is controlled using a brake or the like to adjust the rotation of the rotating body 30 and accumulate energy in the rotating body 30. Thus, wasteful consumption of heat as heat energy in a brake or the like can be suppressed. Therefore, the vehicle vibration reduction device 1 can suppress energy loss at the vibration reduction device body 20 and can improve the efficiency as an energy storage body. As a result, the vehicle vibration reduction device 1 can improve energy efficiency and improve fuel efficiency.
なお、本実施形態のECU11は、状況に応じてモータ66を発電機として利用し、このモータ66を制動(発電)制御することで、モータ66にて入力軸61に伝達される回転動力によって発電して回生し運動エネルギを電気エネルギに変換してバッテリ67に蓄積してもよい。つまり、この車両用振動低減装置1は、状況に応じて適宜に車両2の運動エネルギを回転体30における機械エネルギと、モータ66、バッテリ67における電気エネルギとに分配して蓄積し、利用することができる。この結果、車両用振動低減装置1は、振動低減装置本体20にて状況に応じてより適切な形式でエネルギを蓄積することができる。
Note that the ECU 11 of the present embodiment uses the motor 66 as a generator according to the situation, and controls the motor 66 by braking (power generation), thereby generating electric power by the rotational power transmitted to the input shaft 61 by the motor 66. Then, regenerative kinetic energy may be converted into electric energy and stored in the battery 67. That is, this vehicle vibration reduction device 1 distributes, accumulates, and uses the kinetic energy of the vehicle 2 as appropriate according to the situation into mechanical energy in the rotating body 30 and electrical energy in the motor 66 and the battery 67. Can do. As a result, the vibration reducing device for a vehicle 1 can accumulate energy in a more appropriate form depending on the situation in the vibration reducing device main body 20.
また、車両用振動低減装置1は、車両2の状態に応じて、ECU11が低減装置クラッチ50を制御し解放状態とすることで、無段変速機60、回転体30等の慣性質量体を駆動系から切り離すこともできる。これにより、車両用振動低減装置1は、振動低減装置本体20の共振点調節が不要な運転状態である場合などに、必要に応じて駆動系の慣性質量を小さくすることができ、例えば、車両2の加速性を向上することができる。
Further, the vehicle vibration reduction device 1 drives the inertial mass bodies such as the continuously variable transmission 60 and the rotating body 30 by the ECU 11 controlling the reduction device clutch 50 according to the state of the vehicle 2 to be in the released state. It can be separated from the system. As a result, the vehicle vibration reduction device 1 can reduce the inertial mass of the drive system as necessary, for example, when the resonance point adjustment of the vibration reduction device main body 20 is not necessary. 2 acceleration can be improved.
以上で説明した実施形態に係る車両用振動低減装置1は、車両2の状態に応じて、振動低減装置(共振点調節装置)としての機能と走行エネルギ蓄積装置としての機能とを使い分けることで、振動の低減と燃費性能の向上とを両立することができる。そして、車両用振動低減装置1は、無段変速機60を介して回転体30にエネルギを蓄積可能な構成とすることで、適正な振動の低減を図った上で、エネルギ効率の向上を実現することができる。
The vehicle vibration reduction device 1 according to the embodiment described above uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved. The vehicle vibration reduction device 1 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby achieving an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
なお、以上で説明した無段変速機60は、ベルト式の無段変速機であるものとして説明したがこれに限らず、例えば、トロイダル式の無段変速機等のトラクションドライブ式の変速機であってもよい。
The continuously variable transmission 60 described above has been described as a belt-type continuously variable transmission. However, the present invention is not limited to this. For example, the continuously variable transmission 60 is a traction drive transmission such as a toroidal continuously variable transmission. There may be.
また、以上で説明した車両用振動低減装置1は、図2に示すように、無段変速機60と同様の形式のベルト式の無段変速機によって構成された主変速機8Aを搭載した車両2Aに適用されてもよい。この場合、パワートレーン3は、クラッチ6を備えない構成としてもよい。
Further, the vehicle vibration reducing device 1 described above is, as shown in FIG. 2, a vehicle equipped with a main transmission 8 </ b> A configured by a belt-type continuously variable transmission of the same type as the continuously variable transmission 60. It may be applied to 2A. In this case, the power train 3 may be configured not to include the clutch 6.
また、以上の説明では、振動低減装置本体20は、低減装置クラッチ50を備えるものとして説明したがこれに限らす、この低減装置クラッチ50を備えない構成であってもよい。以上の説明では、振動低減装置本体20は、モータ66、バッテリ67を備えるものとして説明したがこれに限らず、モータ66、バッテリ67を備えない構成であってもよい。
In the above description, the vibration reducing device main body 20 has been described as including the reducing device clutch 50. However, the present invention is not limited to this, and a configuration without the reducing device clutch 50 may be used. In the above description, the vibration reduction device main body 20 has been described as including the motor 66 and the battery 67. However, the configuration is not limited thereto, and the motor 66 and the battery 67 may be omitted.
[実施形態2]
図3は、実施形態2に係る車両用振動低減装置の概略構成図、図4は、変形例に係る車両用振動低減装置の概略構成図である。実施形態2に係る車両用振動低減装置は、弾性体を備える点で実施形態1とは異なる。その他、上述した実施形態と共通する構成、作用、効果については、重複した説明はできるだけ省略する(以下で説明する実施形態でも同様である。)。 [Embodiment 2]
FIG. 3 is a schematic configuration diagram of a vehicle vibration reduction device according to the second embodiment, and FIG. 4 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification. The vehicle vibration reducing device according to the second embodiment is different from the first embodiment in that it includes an elastic body. In addition, about the structure, an effect | action, and effect which are common in embodiment mentioned above, the overlapping description is abbreviate | omitted as much as possible (it is the same also in embodiment described below).
図3は、実施形態2に係る車両用振動低減装置の概略構成図、図4は、変形例に係る車両用振動低減装置の概略構成図である。実施形態2に係る車両用振動低減装置は、弾性体を備える点で実施形態1とは異なる。その他、上述した実施形態と共通する構成、作用、効果については、重複した説明はできるだけ省略する(以下で説明する実施形態でも同様である。)。 [Embodiment 2]
FIG. 3 is a schematic configuration diagram of a vehicle vibration reduction device according to the second embodiment, and FIG. 4 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification. The vehicle vibration reducing device according to the second embodiment is different from the first embodiment in that it includes an elastic body. In addition, about the structure, an effect | action, and effect which are common in embodiment mentioned above, the overlapping description is abbreviate | omitted as much as possible (it is the same also in embodiment described below).
図3に示す本実施形態に係る車両用振動低減装置201は、振動低減装置本体220が弾性体としてのバネ271を備える。本実施形態の振動低減装置本体220は、共振点調節装置ではなく、いわゆるダイナミックダンパとして機能する。
In the vehicle vibration reduction device 201 according to this embodiment shown in FIG. 3, the vibration reduction device main body 220 includes a spring 271 as an elastic body. The vibration reduction apparatus main body 220 of this embodiment functions not as a resonance point adjustment apparatus but as a so-called dynamic damper.
本実施形態の車両用振動低減装置201は、車両2のパワートレーン3の共振点(共振周波数)に対して***振原理を用いて振動を低減するいわゆるダイナミックダンパ(動吸振動器)であり、これにより、車両2に生じる振動を低減するNVH対策装置である。車両用振動低減装置201は、変速機入力軸13から弾性体としてのバネ271を介して振動低減装置本体220の慣性質量体に作用する特定の周波数の振動に対して、慣性質量体が逆位相で振動することでこの振動を制振(吸振)し抑制する。つまり、車両用振動低減装置201は、振動低減装置本体220に作用する特定の周波数の振動に対して、慣性質量体が共振振動し振動エネルギを代替吸収し、振動を吸収することで、高い制振効果(ダイナミックダンパ効果)を奏することができる。これにより、車両用振動低減装置201は、振動系に生じる振動とは逆位相の振動を加えることで、パワートレーン3の振動を低減し、NVHを許容範囲内まで低減することができるものである。また、本実施形態の車両用振動低減装置201は、走行エネルギ蓄積装置としても利用される。
The vehicle vibration reduction device 201 of the present embodiment is a so-called dynamic damper (dynamic vibration absorber) that reduces vibrations using the anti-resonance principle with respect to the resonance point (resonance frequency) of the power train 3 of the vehicle 2. This is an NVH countermeasure device that reduces the vibration generated in the vehicle 2. In the vehicle vibration reduction device 201, the inertia mass body has an antiphase with respect to vibration of a specific frequency acting on the inertia mass body of the vibration reduction device main body 220 via the spring 271 as an elastic body from the transmission input shaft 13. This vibration is damped (absorbed) and suppressed. In other words, the vehicular vibration reduction device 201 is highly effective in that the inertial mass body resonantly vibrates and absorbs vibration energy instead of the vibration of a specific frequency acting on the vibration reduction device body 220, and absorbs the vibration. A vibration effect (dynamic damper effect) can be achieved. Thereby, the vehicle vibration reduction device 201 can reduce the vibration of the power train 3 and reduce the NVH to within an allowable range by applying a vibration having a phase opposite to that generated in the vibration system. . Further, the vehicle vibration reduction device 201 of the present embodiment is also used as a travel energy storage device.
この車両用振動低減装置201は、ダイナミックダンパとしての振動低減装置本体220と、振動低減装置本体220を制御する制御装置としてのECU11とを備えることで、適正に振動を低減している。振動低減装置本体220は、ダイナミックダンパとしてのダンパ特性を運転状態に応じて適宜変更することができるものである。車両用振動低減装置201は、典型的には、ECU11の制御によって、パワートレーン3の状態に応じて振動低減装置本体220の固有振動数を変更することで、ダンパ特性を変更する。車両用振動低減装置201は、駆動系の回転変動を低減し、例えば、車両2の走行時においてエンジン低回転高負荷の効率の良い運転領域の利用を可能としている。
The vehicle vibration reducing device 201 includes the vibration reducing device main body 220 as a dynamic damper and the ECU 11 as a control device for controlling the vibration reducing device main body 220, thereby appropriately reducing vibration. The vibration reducing device main body 220 can appropriately change the damper characteristic as a dynamic damper according to the operating state. The vehicle vibration reduction device 201 typically changes the damper characteristic by changing the natural frequency of the vibration reduction device main body 220 according to the state of the power train 3 under the control of the ECU 11. The vehicle vibration reduction device 201 reduces the rotational fluctuation of the drive system, and enables, for example, the use of an efficient driving region with low engine speed and high load when the vehicle 2 is traveling.
本実施形態の振動低減装置本体220は、低減装置回転軸15と、回転体30と、無段変速機60を含んで構成される変速装置40と、低減装置クラッチ50と、モータ66と、バッテリ67とを備え、さらに、バネ271を含んで構成されるバネ保持機構270を備える。振動低減装置本体220は、回転体30が変速機入力軸13にバネ271を介して連結され弾性支持される。これにより、振動低減装置本体220は、バネ271がダイナミックダンパの捩じり剛性を調節する部材として作用し、回転体30等がダイナミックダンパにおいて慣性モーメントを発生させるための慣性質量部材として作用する。そして、本実施形態の車両用振動低減装置201は、回転体30がダイナミックダンパの慣性質量体として機能すると共に、さらに、伝達される回転動力を慣性エネルギとして蓄積するいわゆるフライホイールとしても機能する。なおここでは、振動低減装置本体220は、増速機41、低減装置クラッチ50、無段変速機60、モータ66、及び、回転体30等がダイナミックダンパの慣性質量体、つまり慣性モーメントを発生させるための慣性質量部材として作用する。
The vibration reduction device main body 220 of the present embodiment includes a reduction device rotating shaft 15, a rotating body 30, a transmission 40 including a continuously variable transmission 60, a reduction device clutch 50, a motor 66, a battery, and the like. 67, and a spring holding mechanism 270 configured to include the spring 271. The vibration reduction device main body 220 is elastically supported with the rotating body 30 connected to the transmission input shaft 13 via a spring 271. Thereby, in the vibration reduction device main body 220, the spring 271 acts as a member for adjusting the torsional rigidity of the dynamic damper, and the rotating body 30 and the like act as an inertia mass member for generating an inertia moment in the dynamic damper. The vehicle vibration reduction device 201 of the present embodiment functions as a so-called flywheel in which the rotating body 30 functions as an inertial mass body of a dynamic damper and further accumulates the transmitted rotational power as inertial energy. Here, in the vibration reduction device main body 220, the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the motor 66, the rotating body 30, and the like generate an inertia mass body of the dynamic damper, that is, an inertia moment. Acting as an inertia mass member.
具体的には、バネ保持機構270は、バネ271を保持するものである。バネ保持機構270は、変速機入力軸13に一体回転可能に結合された回転部材272と、増速機41のドライブギヤ41aに一体回転可能に結合された回転部材273との間に回転方向に沿ってバネ271を保持する。バネ271は、回転軸線X1と同軸の回転部材272と回転部材273とによって周方向に沿って複数保持される。複数のバネ271は、回転方向(周方向)に対して回転部材272と回転部材273との間に介在するようにして保持される。
Specifically, the spring holding mechanism 270 holds the spring 271. The spring holding mechanism 270 rotates in a rotational direction between a rotating member 272 coupled to the transmission input shaft 13 so as to be integrally rotatable and a rotating member 273 coupled to the drive gear 41a of the speed increasing device 41 so as to be integrally rotated. A spring 271 is held along. A plurality of springs 271 are held along the circumferential direction by a rotating member 272 and a rotating member 273 coaxial with the rotation axis X1. The plurality of springs 271 are held so as to be interposed between the rotation member 272 and the rotation member 273 with respect to the rotation direction (circumferential direction).
上記の構成によりバネ保持機構270は、バネ271が回転体30、ここでは増速機41のドライブギヤ41aを変速機入力軸13に弾性支持する。より詳細には、バネ271は、振動低減装置本体220において慣性質量体として機能する増速機41、低減装置クラッチ50、無段変速機60、モータ66、及び、回転体30を変速機入力軸13に弾性支持する。つまり、バネ271は、変速機入力軸13と回転体30との間の動力伝達経路中に介在し、変速機入力軸13と回転体30とを相対回転可能に連結する。言い換えれば、回転体30は、無段変速機60、低減装置クラッチ50、低減装置回転軸15、増速機41等を介して、バネ271によって変速機入力軸13に弾性支持される。
With the above configuration, in the spring holding mechanism 270, the spring 271 elastically supports the rotating body 30, here the drive gear 41a of the speed increaser 41, on the transmission input shaft 13. More specifically, the spring 271 connects the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the motor 66, and the rotating body 30 that function as an inertia mass body in the vibration reduction device main body 220 to the transmission input shaft. 13 is elastically supported. That is, the spring 271 is interposed in the power transmission path between the transmission input shaft 13 and the rotating body 30, and connects the transmission input shaft 13 and the rotating body 30 so as to be relatively rotatable. In other words, the rotating body 30 is elastically supported by the transmission input shaft 13 by the spring 271 via the continuously variable transmission 60, the reduction device clutch 50, the reduction device rotating shaft 15, the speed increasing device 41, and the like.
エンジン4等から変速機入力軸13に伝達された動力(変動成分)は、変速機入力軸13から回転部材272、バネ271、回転部材273を順に介してドライブギヤ41aに伝達され、ドライブギヤ41aからドリブンギヤ41bに伝達される。この間、バネ271は、バネ保持機構270に保持されつつ、変速機入力軸13とドライブギヤ41aとの間で伝達される動力の大きさに応じて弾性変形する。
The power (fluctuation component) transmitted from the engine 4 or the like to the transmission input shaft 13 is transmitted from the transmission input shaft 13 to the drive gear 41a through the rotation member 272, the spring 271 and the rotation member 273 in this order. To the driven gear 41b. During this time, the spring 271 is elastically deformed according to the magnitude of the power transmitted between the transmission input shaft 13 and the drive gear 41a while being held by the spring holding mechanism 270.
上記のように構成される車両用振動低減装置201は、変速機入力軸13からバネ271を介して振動低減装置本体220の慣性質量体(増速機41、低減装置クラッチ50、無段変速機60、モータ66、及び、回転体30等)に作用する特定の周波数の振動に対して、この慣性質量体が逆位相で振動することで、この振動を打ち消して制振(吸振)し抑制する。よって、この車両用振動低減装置201は、例えば、パワートレーン3で発生したエンジン爆発1次に起因する振動を抑制することができ、振動騒音の低減、燃費の向上を図ることができる。
The vehicular vibration reduction device 201 configured as described above includes an inertial mass body (speed increaser 41, reduction device clutch 50, continuously variable transmission) of the vibration reduction device main body 220 from the transmission input shaft 13 via a spring 271. 60, the motor 66, the rotating body 30 and the like), the inertial mass body vibrates in an opposite phase to cancel and suppress (suppress) the vibration. . Therefore, the vehicle vibration reduction device 201 can suppress, for example, vibration caused by the engine explosion primary generated in the power train 3, and can reduce vibration noise and improve fuel consumption.
このとき、車両用振動低減装置201は、ECU11が無段変速機60の変速比を制御することによって制振制御を行うことで、振動低減装置本体220での逆位相の振動をパワートレーン3で発生する振動に応じて適宜設定することができ、より広範囲な運転領域で適正に振動を低減することができる。
At this time, the vehicular vibration reduction device 201 performs vibration suppression control by the ECU 11 controlling the gear ratio of the continuously variable transmission 60, so that the vibration of the opposite phase in the vibration reduction device main body 220 is generated by the power train 3. It can be set as appropriate according to the generated vibration, and the vibration can be appropriately reduced in a wider range of operation.
すなわち、車両用振動低減装置201は、ECU11が無段変速機60の変速比を制御し出力軸62の回転を可変制御する。これにより、車両用振動低減装置201は、回転体30の回転を可変とし、回転体30に作用する慣性力を可変とする。これにより、車両用振動低減装置201は、慣性質量体の見掛け上の慣性質量を可変に制御する慣性質量制御を行う。車両用振動低減装置201は、これを利用して、固定のバネ定数に対して、共振点を変更することができ、振動低減装置本体220としての固有振動数を変更し、ダンパ特性を変更することができる。
That is, in the vehicle vibration reduction device 201, the ECU 11 controls the speed ratio of the continuously variable transmission 60 and variably controls the rotation of the output shaft 62. As a result, the vehicle vibration reduction device 201 makes the rotation of the rotating body 30 variable and makes the inertial force acting on the rotating body 30 variable. Accordingly, the vehicle vibration reduction device 201 performs inertial mass control for variably controlling the apparent inertial mass of the inertial mass body. By using this, the vehicle vibration reduction device 201 can change the resonance point with respect to a fixed spring constant, change the natural frequency of the vibration reduction device main body 220, and change the damper characteristics. be able to.
振動低減装置本体220の固有振動数faは、例えば、バネ271のバネ定数Kd、振動低減装置本体220の慣性質量体の総合慣性質量Iaを用いて、下記の数式(1)で表すことができる。
fa=(√(Kd/Ia))/2π ・・・ (1)
The natural frequency fa of the vibration reduction devicemain body 220 can be expressed by the following formula (1) using, for example, the spring constant Kd of the spring 271 and the total inertia mass Ia of the inertia mass body of the vibration reduction device main body 220. .
fa = (√ (Kd / Ia)) / 2π (1)
fa=(√(Kd/Ia))/2π ・・・ (1)
The natural frequency fa of the vibration reduction device
fa = (√ (Kd / Ia)) / 2π (1)
したがって、車両用振動低減装置201は、ECU11が無段変速機60の変速比制御を実行して総合慣性質量Iaを調節することで、振動低減装置本体220の固有振動数faをパワートレーン3で発生する振動に応じて適正に調節することができる。ECU11は、例えば、目標の制御量に基づいて、無段変速機60の変速比を制御する。ここで、目標の制御量は、現在のエンジン回転数、エンジントルク及び変速段等に応じて変化するパワートレーン3の共振点の数や共振周波数等により定まる振動モードに対応した制御量である。ここで、目標の制御量は、例えば、各振動モードで振動するパワートレーン3に対して、回転体30等の回転(慣性質量)を調節し振動低減装置本体220において***振原理を用いて振動を低減可能な固有振動数faを実現することができる目標変速比である。
Therefore, in the vehicle vibration reduction device 201, the ECU 11 executes the gear ratio control of the continuously variable transmission 60 and adjusts the total inertia mass Ia, so that the natural frequency fa of the vibration reduction device main body 220 is set to the power train 3. It can be adjusted appropriately according to the generated vibration. For example, the ECU 11 controls the gear ratio of the continuously variable transmission 60 based on a target control amount. Here, the target control amount is a control amount corresponding to a vibration mode determined by the number of resonance points of the power train 3 that changes in accordance with the current engine speed, engine torque, gear position, and the like, the resonance frequency, and the like. Here, the target control amount is, for example, the vibration of the power train 3 that vibrates in each vibration mode by adjusting the rotation (inertial mass) of the rotating body 30 and the like using the anti-resonance principle in the vibration reducing device main body 220. Is the target gear ratio that can realize the natural frequency fa that can be reduced.
この結果、車両用振動低減装置201は、例えば、パワートレーン3における共振点(共振周波数)が変化するような場合であっても、振動低減装置本体220の固有振動数faを適正な固有振動数faに調節し適正なダンパ特性に変更することができ、パワートレーン3の効率や振動騒音が最適となるように制御することができ、燃費悪化を抑制した上で適正に振動を抑制できる。
As a result, the vehicular vibration reducing apparatus 201 sets the natural frequency fa of the vibration reducing apparatus main body 220 to an appropriate natural frequency even when, for example, the resonance point (resonance frequency) in the power train 3 changes. It can be adjusted to fa and can be changed to an appropriate damper characteristic, and can be controlled so that the efficiency and vibration noise of the power train 3 are optimized, and vibration can be suppressed appropriately while suppressing deterioration of fuel consumption.
そして、車両用振動低減装置201は、エンジン4から駆動輪10までの動力伝達経路に対して並列に回転体30を含む振動低減装置本体220が設けられ、変速装置40が変速機入力軸13からの回転動力を増速機41にて増速して回転体30側に伝達する。この結果、車両用振動低減装置201は、装置の大型化や重量増加、製造コスト増加等を抑制し車両2への搭載性、車両2の燃費性能、運動性能を向上した上で、適正に振動を低減することができ、車両2の快適な走行を実現することができる。
The vehicle vibration reduction device 201 is provided with a vibration reduction device main body 220 including the rotating body 30 in parallel with the power transmission path from the engine 4 to the drive wheels 10, and the transmission 40 is connected to the transmission input shaft 13. Is increased by the speed increaser 41 and transmitted to the rotating body 30 side. As a result, the vehicle vibration reduction device 201 suppresses an increase in the size, weight, and manufacturing cost of the device and improves the mountability to the vehicle 2, the fuel efficiency performance, and the motion performance of the vehicle 2, and then appropriately vibrates. Can be reduced, and comfortable running of the vehicle 2 can be realized.
さらに、車両用振動低減装置201は、例えば、主変速機8の変速やエンジン回転数、エンジントルクの変動に応じてパワートレーン3における共振点(共振周波数)が変化するような場合であっても、これに応じて無段変速機60の変速比が変更され、振動低減装置本体20の慣性質量を適正な慣性質量に調節し振動低減装置本体220の固有振動数faを調節することでパワートレーン3の効率や振動騒音が最適となるように制御することができる。ここでは、ECU11は、無段変速機60が無段変速機であるため、より細かく無段階に、シームレスに回転体30の回転調節、固有振動数faが可能である。
Further, the vehicular vibration reducing device 201 is, for example, a case where the resonance point (resonance frequency) in the power train 3 changes in accordance with the shift of the main transmission 8, the engine speed, and the engine torque. Accordingly, the transmission ratio of the continuously variable transmission 60 is changed, and the power train is adjusted by adjusting the inertial mass of the vibration reducing device body 20 to an appropriate inertial mass and adjusting the natural frequency fa of the vibration reducing device body 220. It is possible to control so that the efficiency of 3 and vibration noise are optimized. Here, since the continuously variable transmission 60 is a continuously variable transmission, the ECU 11 can finely and continuously adjust the rotation of the rotating body 30 and the natural frequency fa in a stepless manner.
そしてさらに、本実施形態のECU11は、無段変速機60の変速比を制御することで回転体30の回転を調節し、回転体30への慣性エネルギの蓄積、又は、回転体30からの慣性エネルギの放出を行うこともできる。したがって、車両用振動低減装置201は、回転体30を含む振動低減装置本体220にエネルギ(回転体30の慣性運動エネルギ)を蓄積し、必要に応じてエネルギを放出することができ、よって、燃費性能の向上を図ることができる。
Further, the ECU 11 of the present embodiment adjusts the rotation of the rotating body 30 by controlling the gear ratio of the continuously variable transmission 60, accumulates inertia energy in the rotating body 30, or inertias from the rotating body 30. It is also possible to release energy. Therefore, the vehicle vibration reducing device 201 can accumulate energy (inertial kinetic energy of the rotating body 30) in the vibration reducing device main body 220 including the rotating body 30, and can release the energy as necessary. The performance can be improved.
この結果、車両用振動低減装置201は、例えば、車両2の状態に応じて、振動低減装置本体220のダイナミックダンパとしての機能と、車両2の走行エネルギ蓄積装置としての機能を適切に使い分けることで、振動の低減と燃費性能の向上とを両立することができる。
As a result, the vehicle vibration reduction device 201 appropriately uses, for example, the function as the dynamic damper of the vibration reduction device main body 220 and the function as the travel energy storage device of the vehicle 2 according to the state of the vehicle 2. It is possible to achieve both reduction of vibration and improvement of fuel efficiency.
そして、車両用振動低減装置201は、無段変速機60でより細かく無段階に回転体30の回転調節、慣性質量調節が可能である。よって、車両用振動低減装置201は、より状況に応じて詳細に精度よく固有振動数の調節を行うことができると共に、より円滑に回転体30への慣性エネルギの蓄積、回転体30からの慣性エネルギの放出を行うことができエネルギの蓄積、放出の効率を極めて高くすることができる。
Further, the vehicle vibration reduction device 201 can finely and continuously adjust the rotation of the rotating body 30 and the inertial mass with the continuously variable transmission 60. Therefore, the vehicular vibration reducing device 201 can adjust the natural frequency in more detail and more accurately according to the situation, more smoothly accumulate inertia energy in the rotator 30, and inertia from the rotator 30. Energy can be released, and energy storage and emission efficiency can be extremely increased.
この場合、車両用振動低減装置201は、振動低減装置本体220が無段変速機60を介して回転体30に機械的な回転エネルギを蓄積することから、振動低減装置本体220にてエネルギ損失を抑制することができ、エネルギ蓄積体としての効率を向上することができる。この結果、車両用振動低減装置201は、エネルギ効率を向上することができ、燃費性能を向上することができる。
In this case, since the vibration reduction device main body 220 accumulates mechanical rotational energy in the rotating body 30 via the continuously variable transmission 60, the vehicle vibration reduction device 201 causes energy loss in the vibration reduction device main body 220. It can suppress, and the efficiency as an energy storage body can be improved. As a result, the vehicle vibration reducing apparatus 201 can improve energy efficiency and improve fuel efficiency.
以上で説明した実施形態に係る車両用振動低減装置201は、車両2の状態に応じて、振動低減装置(ダイナミックダンパ)としての機能と走行エネルギ蓄積装置としての機能とを使い分けることで、振動の低減と燃費性能の向上とを両立することができる。そして、車両用振動低減装置201は、無段変速機60を介して回転体30にエネルギを蓄積可能な構成とすることで、適正な振動の低減を図った上で、エネルギ効率の向上を実現することができる。
The vehicle vibration reduction device 201 according to the embodiment described above uses a function as a vibration reduction device (dynamic damper) and a function as a travel energy storage device in accordance with the state of the vehicle 2 to reduce vibration. Both reduction and improvement in fuel efficiency can be achieved. The vehicle vibration reduction device 201 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
なお、以上で説明した車両用振動低減装置201は、車両用振動低減装置1の場合と同様に、図4に示すように、無段変速機60と同様の形式のベルト式の無段変速機によって構成された主変速機8Aを搭載した車両2Aに適用されてもよい。
The vehicle vibration reducing device 201 described above is a belt-type continuously variable transmission of the same type as the continuously variable transmission 60, as shown in FIG. The present invention may be applied to a vehicle 2A equipped with a main transmission 8A configured as described above.
[実施形態3]
図5は、実施形態3に係る車両用振動低減装置の概略構成図である。実施形態3に係る車両用振動低減装置は、ポンプを備える点で実施形態1とは異なる。 [Embodiment 3]
FIG. 5 is a schematic configuration diagram of the vehicle vibration reducing device according to the third embodiment. The vehicle vibration reducing device according to the third embodiment is different from the first embodiment in that it includes a pump.
図5は、実施形態3に係る車両用振動低減装置の概略構成図である。実施形態3に係る車両用振動低減装置は、ポンプを備える点で実施形態1とは異なる。 [Embodiment 3]
FIG. 5 is a schematic configuration diagram of the vehicle vibration reducing device according to the third embodiment. The vehicle vibration reducing device according to the third embodiment is different from the first embodiment in that it includes a pump.
図5に示す本実施形態に係る車両用振動低減装置301は、振動低減装置本体20がオイルポンプ(ポンプ)380を備える。
In the vehicle vibration reduction device 301 according to this embodiment shown in FIG. 5, the vibration reduction device body 20 includes an oil pump (pump) 380.
オイルポンプ380は、無段変速機60の出力部材としての出力軸62に、回転体30と動力伝達可能に設けられる。オイルポンプ380は、回転体30から伝達される動力によって作動流体としてのオイルを加圧可能な機械式のポンプである。ここでは、オイルポンプ380は、回転体30に対してポンプ係合装置としてのポンプクラッチ381を介して動力伝達可能に連結される。
The oil pump 380 is provided on an output shaft 62 as an output member of the continuously variable transmission 60 so that power can be transmitted to the rotating body 30. The oil pump 380 is a mechanical pump that can pressurize oil as a working fluid by the power transmitted from the rotating body 30. Here, the oil pump 380 is connected to the rotating body 30 via a pump clutch 381 as a pump engagement device so that power can be transmitted.
ポンプクラッチ381は、回転体30とオイルポンプ380との間の動力伝達経路に設けられ、回転体30とオイルポンプ380とを動力伝達可能に係合した状態と係合を解除した状態とに切り替え可能である。ポンプクラッチ381は、種々のクラッチを用いることができ、例えば、湿式多板クラッチや乾式単板クラッチ等の摩擦式ディスククラッチ装置を用いることができる。ここでは、ポンプクラッチ381は、例えば、作動油の油圧であるクラッチ油圧によって作動する油圧式の装置である。ポンプクラッチ381は、回転体30側の回転部材381aとオイルポンプ380側の回転部材381bとを動力伝達可能に係合し回転体30とオイルポンプ380とを動力伝達可能に係合した係合状態と、この係合を解除した解放状態とに切り替え可能である。ポンプクラッチ381は、係合状態となることで回転部材381aと回転部材381bとが連結され、回転体30とオイルポンプ380との間での動力伝達が可能な状態となる。一方、ポンプクラッチ381は、解放状態となることで回転部材381aと回転部材381bとを切り離し回転体30とオイルポンプ380との間での動力伝達が遮断された状態となる。ポンプクラッチ381は、回転部材381aと回転部材381bとを係合する係合力が0である場合に係合が解除された解放状態となり、係合力が大きくなるにしたがって半係合状態(スリップ状態)を経て完全係合状態となる。ここでは、回転部材381aは、回転軸線X4を回転中心として回転体30と一体回転する延長軸331に一体回転可能に結合された部材である。一方、回転部材381bは、回転軸線X4を回転中心としてオイルポンプ380のポンプ羽車等と一体回転するポンプ軸382に一体回転可能に結合された部材である。ポンプクラッチ381は、ECU11によって制御される。
The pump clutch 381 is provided in a power transmission path between the rotator 30 and the oil pump 380, and switches between a state where the rotator 30 and the oil pump 380 are engaged so that power can be transmitted and a state where the engagement is released. Is possible. Various clutches can be used as the pump clutch 381, and for example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the pump clutch 381 is, for example, a hydraulic device that is operated by clutch hydraulic pressure that is hydraulic pressure of hydraulic oil. The pump clutch 381 is in an engaged state in which the rotating member 381a on the rotating body 30 side and the rotating member 381b on the oil pump 380 side are engaged so as to be able to transmit power, and the rotating body 30 and the oil pump 380 are engaged so as to be able to transmit power. And a released state in which this engagement is released. When the pump clutch 381 is in the engaged state, the rotating member 381a and the rotating member 381b are connected, and power transmission between the rotating body 30 and the oil pump 380 is possible. On the other hand, when the pump clutch 381 is in the released state, the rotating member 381a and the rotating member 381b are disconnected, and the power transmission between the rotating body 30 and the oil pump 380 is cut off. The pump clutch 381 is in a released state where the engagement is released when the engaging force for engaging the rotating member 381a and the rotating member 381b is 0, and a half-engaged state (slip state) as the engaging force increases. It will be in a complete engagement state via. Here, the rotating member 381a is a member that is coupled to an extension shaft 331 that rotates integrally with the rotating body 30 around the rotation axis X4 as a center of rotation. On the other hand, the rotating member 381b is a member that is coupled to a pump shaft 382 that rotates integrally with the pump impeller of the oil pump 380 about the rotation axis X4 as a center of rotation. The pump clutch 381 is controlled by the ECU 11.
つまり、この振動低減装置本体20は、回転エネルギを蓄積する回転体30を基準として、無段変速機60を介して入力軸61側にモータ66が、出力軸62側にオイルポンプ380が配置される。振動低減装置本体20は、回転体30、モータ66、ポンプクラッチ381が回転体30を中心として相互に動力伝達可能に接続される。
That is, in the vibration reducing device main body 20, the motor 66 is disposed on the input shaft 61 side and the oil pump 380 is disposed on the output shaft 62 side via the continuously variable transmission 60 with the rotating body 30 that accumulates rotational energy as a reference. The The vibration reducing device main body 20 is connected to the rotating body 30, the motor 66, and the pump clutch 381 so as to be able to transmit power to each other around the rotating body 30.
上記のように構成される車両用振動低減装置301は、回転体30に機械的な回転エネルギが蓄積されており、かつ、ポンプクラッチ381が係合状態である場合に、回転体30から延長軸331、ポンプクラッチ381を介してポンプ軸382に動力が伝達される。そして、オイルポンプ380は、ポンプ軸382に伝達される動力によって回転体30の回転に同期して連動して駆動し、オイルパンに貯留されているオイルを吸入、加圧、昇圧する。そして、オイルポンプ380は、加圧、昇圧したオイルを油圧制御装置やパワートレーン3の潤滑部等に向けて圧送することができる。つまり、オイルポンプ380は、回転体30からの回転動力を作動流体の圧力エネルギ、すなわち、油圧エネルギに変換することができる。
The vehicular vibration reducing apparatus 301 configured as described above has an extension shaft from the rotating body 30 when mechanical rotating energy is accumulated in the rotating body 30 and the pump clutch 381 is engaged. 331, power is transmitted to the pump shaft 382 via the pump clutch 381. The oil pump 380 is driven in synchronization with the rotation of the rotating body 30 by the power transmitted to the pump shaft 382, and sucks, pressurizes, and pressurizes oil stored in the oil pan. The oil pump 380 can pump the pressurized and pressurized oil toward the hydraulic control device, the lubrication part of the power train 3, and the like. That is, the oil pump 380 can convert the rotational power from the rotating body 30 into pressure energy of the working fluid, that is, hydraulic energy.
本実施形態のECU11は、第2制御装置としても兼用される。すなわち、ECU11は、車両2の状態に応じて、回転体30に蓄積された慣性エネルギ(回転エネルギ)を、車両2の運動エネルギ、モータ66の電気エネルギ、又は、オイルポンプ380の油圧エネルギ(圧力エネルギ)に変換する制御を実行可能である。ここで、車両2の状態とは、車両2の走行状態、回転体30、モータ66、オイルポンプ380における各種エネルギ状態等を含む。
The ECU 11 of this embodiment is also used as the second control device. That is, the ECU 11 changes the inertia energy (rotational energy) accumulated in the rotator 30 according to the state of the vehicle 2, the kinetic energy of the vehicle 2, the electrical energy of the motor 66, or the hydraulic energy (pressure) of the oil pump 380. It is possible to execute control for conversion to energy. Here, the state of the vehicle 2 includes the traveling state of the vehicle 2, various energy states in the rotating body 30, the motor 66, the oil pump 380, and the like.
この結果、車両用振動低減装置301は、回転体30に蓄積されている機械的な回転エネルギを必要に応じてオイルポンプ380の圧力(油圧)エネルギに変換することができる。更に言えば、この車両用振動低減装置301は、回転体30に蓄積されている機械的な回転エネルギを車両2の状態に応じて運動、電気、油圧(圧力)のいずれかのエネルギ形態に変換することができる。これにより、車両用振動低減装置301は、振動低減装置本体20にて状況に応じてより適切な形式でエネルギを蓄積することができ、回転体30に蓄積したエネルギを電気エネルギ、油圧エネルギ、運動エネルギの各形態で取り出すことができる。
As a result, the vehicle vibration reduction device 301 can convert the mechanical rotational energy accumulated in the rotating body 30 into pressure (hydraulic) energy of the oil pump 380 as necessary. Furthermore, this vehicle vibration reduction device 301 converts the mechanical rotational energy accumulated in the rotating body 30 into an energy form of movement, electricity, or hydraulic pressure (pressure) according to the state of the vehicle 2. can do. As a result, the vehicle vibration reduction device 301 can store energy in a more appropriate format according to the situation in the vibration reduction device main body 20, and the energy stored in the rotating body 30 can be stored as electric energy, hydraulic energy, motion Each form of energy can be extracted.
例えば、ECU11は、回転体30にエネルギが蓄積された状態でかつ、車両2のアクセル操作がOFFされ、これに応じてエンジン4の作動を停止し、エンジン4が動力を出力しない走行状態において、ポンプクラッチ381を係合状態とする。これにより、オイルポンプ380は、回転体30から伝達される動力によって駆動し、オイルを吸入、加圧、昇圧し油圧制御装置やパワートレーン3の各部に向けて圧送することができる。その後、ECU11は、例えば、クラッチ6を解放状態としエンジン4を動力伝達装置5から切り離しエンジン4の作動を停止したまま車両2を惰性走行(いわゆるフリーランS&S走行)させることで、燃料消費を抑制すると共に走行抵抗を抑制した走行状態とする。この場合、車両2はパワートレーン3の走行抵抗に起因する車両2の運動エネルギの損失を極力抑えた状態とすることができ、燃費性能を向上することができる。
For example, the ECU 11 is in a traveling state in which energy is accumulated in the rotator 30 and the accelerator operation of the vehicle 2 is turned off, the operation of the engine 4 is stopped accordingly, and the engine 4 does not output power. The pump clutch 381 is engaged. As a result, the oil pump 380 is driven by the power transmitted from the rotating body 30, and can suck, pressurize, and pressurize the oil and pump the oil toward each part of the hydraulic control device and the power train 3. After that, the ECU 11 suppresses fuel consumption by, for example, disengaging the clutch 6 and disconnecting the engine 4 from the power transmission device 5 and stopping the operation of the engine 4 while the vehicle 2 is coasting (so-called free-run S & S traveling). And a traveling state in which traveling resistance is suppressed. In this case, the vehicle 2 can be in a state where the loss of kinetic energy of the vehicle 2 due to the running resistance of the power train 3 is suppressed as much as possible, and the fuel efficiency can be improved.
そしてこの間、車両用振動低減装置301は、エンジン4の作動を停止していても、上記のようにオイルポンプ380が回転体30からの動力によって駆動することで、回転体30に蓄積されている機械的な回転エネルギを必要に応じてオイルポンプ380の油圧エネルギに変換して、車両2の油圧系を適正に動作させることができる。
During this time, the vehicle vibration reduction device 301 is accumulated in the rotating body 30 as the oil pump 380 is driven by the power from the rotating body 30 as described above even when the operation of the engine 4 is stopped. The mechanical rotational energy can be converted into the hydraulic energy of the oil pump 380 as necessary, and the hydraulic system of the vehicle 2 can be operated appropriately.
またこのとき、ECU11は、早期に低減装置クラッチ50を制御し解放状態とすることで、振動低減装置本体20をパワートレーン3から独立した補機駆動装置とすることもできる。この結果、車両用振動低減装置301は、例えば、エンジン4の作動が停止した状態、車両2が低車速で走行している状態、車両2が停止した状態等であっても、回転体30に蓄積されたエネルギによって、モータ66、オイルポンプ380等の補機を駆動することができ、これにより、車両2の油圧系、電気系を適正に動作させることができる。またこの場合、車両用振動低減装置301は、回転体30に蓄積されたエネルギがなくなった場合には、モータ66を電動機として利用し駆動制御することで、モータ66からの動力でオイルポンプ380を駆動することもできる。すなわち、車両用振動低減装置301は、オイルポンプ380を電動ポンプとして利用することもできる。
At this time, the ECU 11 can also control the vibration reduction device main body 20 as an auxiliary device drive device independent from the power train 3 by controlling the reduction device clutch 50 and releasing it at an early stage. As a result, the vehicle vibration reducing device 301 can be applied to the rotating body 30 even when the operation of the engine 4 is stopped, the vehicle 2 is traveling at a low vehicle speed, the vehicle 2 is stopped, or the like. Auxiliary machinery such as the motor 66 and the oil pump 380 can be driven by the accumulated energy, whereby the hydraulic system and electrical system of the vehicle 2 can be properly operated. Further, in this case, when the energy stored in the rotating body 30 is exhausted, the vehicle vibration reducing device 301 uses the motor 66 as an electric motor to drive and control the oil pump 380 with the power from the motor 66. It can also be driven. That is, the vehicle vibration reducing device 301 can also use the oil pump 380 as an electric pump.
したがって、車両用振動低減装置301は、上記のように振動低減装置本体20をパワートレーン3から独立した補機駆動装置とすること、例えば、車両2が超低速状態となっても、フリーランS&S走行を実現することができ、補機装置等、車両2の運転に必要な装置を動かすための動力を任意の形態で取り出すことができる。
Therefore, the vehicle vibration reduction device 301 uses the vibration reduction device main body 20 as an auxiliary machine drive device independent of the power train 3 as described above. For example, even if the vehicle 2 is in an extremely low speed state, the free-run S & S Driving can be realized, and power for moving devices necessary for driving the vehicle 2, such as auxiliary equipment, can be taken out in any form.
この結果、車両用振動低減装置301は、エンジン4の作動時(駆動時)は勿論、エンジン4の作動が停止した非作動時(非駆動時)も、回転体30に蓄積したエネルギを任意の形態(運動、電気、油圧)、比率で取り出すことができる。これにより、車両用振動低減装置301は、惰性走行時の油圧、フリーランS&S走行時の電力供給が確保できるのみならず、車両2の減速エネルギの利用効率を向上させ、燃費性能を大幅に向上させることができる。
As a result, the vehicle vibration reduction device 301 can arbitrarily store the energy accumulated in the rotating body 30 not only when the engine 4 is operating (during driving) but also when the engine 4 is stopped (not driving). It can be extracted in the form (motion, electricity, hydraulic) and ratio. As a result, the vehicle vibration reduction device 301 can not only ensure the hydraulic pressure during inertial traveling and the power supply during free-run S & S traveling, but also improve the efficiency of using the deceleration energy of the vehicle 2 and greatly improve fuel efficiency. Can be made.
以上で説明した実施形態に係る車両用振動低減装置301は、車両2の状態に応じて、振動低減装置(共振点調節装置)としての機能と走行エネルギ蓄積装置としての機能とを使い分けることで、振動の低減と燃費性能の向上とを両立することができる。そして、車両用振動低減装置301は、無段変速機60を介して回転体30にエネルギを蓄積可能な構成とすることで、適正な振動の低減を図った上で、エネルギ効率の向上を実現することができる。
The vehicle vibration reduction device 301 according to the embodiment described above uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved. The vehicle vibration reduction device 301 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
[実施形態4]
図6は、実施形態4に係る車両用振動低減装置の概略構成図、図7は、実施形態4に係る車両用振動低減装置における惰性走行時の制御の一例を示すフローチャート、図8は、実施形態4に係る車両用振動低減装置におけるエネルギ振分制御の一例を示すフローチャートである。実施形態4に係る車両用振動低減装置は、制御の内容が実施形態3とは異なる。 [Embodiment 4]
FIG. 6 is a schematic configuration diagram of the vehicle vibration reduction device according to the fourth embodiment, FIG. 7 is a flowchart illustrating an example of control during inertial running in the vehicle vibration reduction device according to the fourth embodiment, and FIG. 14 is a flowchart illustrating an example of energy distribution control in the vehicle vibration reducing device according to the fourth embodiment. The vehicle vibration reducing device according to the fourth embodiment is different from the third embodiment in the content of the control.
図6は、実施形態4に係る車両用振動低減装置の概略構成図、図7は、実施形態4に係る車両用振動低減装置における惰性走行時の制御の一例を示すフローチャート、図8は、実施形態4に係る車両用振動低減装置におけるエネルギ振分制御の一例を示すフローチャートである。実施形態4に係る車両用振動低減装置は、制御の内容が実施形態3とは異なる。 [Embodiment 4]
FIG. 6 is a schematic configuration diagram of the vehicle vibration reduction device according to the fourth embodiment, FIG. 7 is a flowchart illustrating an example of control during inertial running in the vehicle vibration reduction device according to the fourth embodiment, and FIG. 14 is a flowchart illustrating an example of energy distribution control in the vehicle vibration reducing device according to the fourth embodiment. The vehicle vibration reducing device according to the fourth embodiment is different from the third embodiment in the content of the control.
図6に示す本実施形態に係る車両用振動低減装置401は、振動低減装置本体20がさらに回転電機係合装置としてのモータクラッチ468を備える。
In the vehicle vibration reduction device 401 according to the present embodiment shown in FIG. 6, the vibration reduction device main body 20 further includes a motor clutch 468 as a rotating electrical machine engaging device.
モータクラッチ468は、無段変速機60の入力軸61とモータ66との間の動力伝達経路に設けられ、無段変速機60とモータ66とを動力伝達可能に係合した状態と係合を解除した状態とに切り替え可能である。モータクラッチ468は、種々のクラッチを用いることができ、例えば、湿式多板クラッチや乾式単板クラッチ等の摩擦式ディスククラッチ装置を用いることができる。ここでは、モータクラッチ468は、例えば、作動油の油圧であるクラッチ油圧によって作動する油圧式の装置である。モータクラッチ468は、無段変速機60側の回転部材468aとモータ66側の回転部材468bとを動力伝達可能に係合し無段変速機60とモータ66とを動力伝達可能に係合した係合状態と、この係合を解除した解放状態とに切り替え可能である。モータクラッチ468は、係合状態となることで回転部材468aと回転部材468bとが連結され、無段変速機60とモータ66との間での動力伝達が可能な状態となる。一方、モータクラッチ468は、解放状態となることで回転部材468aと回転部材468bとを切り離し無段変速機60とモータ66との間での動力伝達が遮断された状態となる。モータクラッチ468は、回転部材468aと回転部材468bとを係合する係合力が0である場合に係合が解除された解放状態となり、係合力が大きくなるにしたがって半係合状態(スリップ状態)を経て完全係合状態となる。ここでは、回転部材468aは、回転軸線X3を回転中心として入力軸61に一体回転可能に結合された部材である。一方、回転部材468bは、回転軸線X3を回転中心としてモータ66のロータと一体回転するロータ軸469に一体回転可能に結合された部材である。モータクラッチ468は、ECU11によって制御される。
The motor clutch 468 is provided in a power transmission path between the input shaft 61 of the continuously variable transmission 60 and the motor 66, and engages with the state in which the continuously variable transmission 60 and the motor 66 are engaged so as to be able to transmit power. It is possible to switch to the released state. Various clutches can be used as the motor clutch 468. For example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the motor clutch 468 is, for example, a hydraulic device that is operated by clutch hydraulic pressure that is hydraulic pressure of hydraulic oil. The motor clutch 468 is an engagement that engages the rotating member 468a on the continuously variable transmission 60 side and the rotating member 468b on the motor 66 side so as to be able to transmit power, and engages the continuously variable transmission 60 and the motor 66 so as to be able to transmit power. It is possible to switch between a combined state and a released state in which this engagement is released. When the motor clutch 468 is in the engaged state, the rotating member 468a and the rotating member 468b are connected, and power transmission between the continuously variable transmission 60 and the motor 66 is possible. On the other hand, when the motor clutch 468 is in the released state, the rotating member 468a and the rotating member 468b are disconnected, and the power transmission between the continuously variable transmission 60 and the motor 66 is cut off. The motor clutch 468 is in a released state in which the engagement is released when the engaging force for engaging the rotating member 468a and the rotating member 468b is 0, and the semi-engaged state (slip state) as the engaging force increases. It will be in a complete engagement state via. Here, the rotation member 468a is a member coupled to the input shaft 61 so as to be integrally rotatable about the rotation axis X3. On the other hand, the rotating member 468b is a member that is coupled to a rotor shaft 469 that rotates integrally with the rotor of the motor 66 around the rotation axis X3 as a center of rotation. The motor clutch 468 is controlled by the ECU 11.
本実施形態のECU11は、車両2の状態、典型的には、回転体30、モータ66、オイルポンプ380における各種エネルギ状態を把握し、この各種エネルギ状態に応じて、回転体30に蓄積された慣性エネルギ(回転エネルギ)を、車両2の運動エネルギ、モータ66の電気エネルギ、又は、オイルポンプ380の油圧エネルギに変換する制御を実行可能である。ここでは、ECU11は、例えば、オイルポンプ380から油圧信号、バッテリ67からバッテリ状態信号(例えば、SOC信号)に対応した電気信号が入力され、これに応じて振動低減装置本体20に動力指示、発電指示、油圧発生指示等を出力する。ECU11は、エネルギ状態判定装置として機能し、各エネルギ状態を監視している。
The ECU 11 of the present embodiment grasps the state of the vehicle 2, typically various energy states in the rotating body 30, the motor 66, and the oil pump 380, and accumulates in the rotating body 30 according to these various energy states. Control that converts inertial energy (rotational energy) into kinetic energy of the vehicle 2, electrical energy of the motor 66, or hydraulic energy of the oil pump 380 can be executed. Here, the ECU 11 receives, for example, an oil pressure signal from the oil pump 380 and an electric signal corresponding to a battery state signal (for example, an SOC signal) from the battery 67, and in response to this, a power instruction and power generation are transmitted to the vibration reduction device body 20. Instructions, oil pressure generation instructions, etc. are output. The ECU 11 functions as an energy state determination device and monitors each energy state.
次に、図7のフローチャートを参照してECU11による制御の一例を説明する。なお、これらの制御ルーチンは、数msないし数十ms毎の制御周期で繰り返し実行される(以下同様。)。ここでは、車両2の主変速機8で変速段83が選択された高速走行状態から車両2が減速走行に移行し、回転体30にエネルギが十分に蓄積された状態で、かつ、エンジン4の作動を停止し、エンジン4が動力を出力しない惰性走行状態となった場合について説明する。また、図7のフローチャート中では、エンジン4を[Eng]、クラッチ6を[Cm]、低減装置クラッチ50を[Cd]、ポンプクラッチ381を[Cp]、モータクラッチ468を[Cmg]などと表記している。
Next, an example of control by the ECU 11 will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms (the same applies hereinafter). Here, the vehicle 2 is shifted from the high speed running state in which the gear stage 83 is selected in the main transmission 8 of the vehicle 2 to the decelerating running, the energy is sufficiently accumulated in the rotating body 30, and the engine 4 A case will be described in which the operation is stopped and the engine 4 enters an inertia running state in which no power is output. In the flowchart of FIG. 7, the engine 4 is represented as [Eng], the clutch 6 is represented as [Cm], the reduction device clutch 50 is represented as [Cd], the pump clutch 381 is represented as [Cp], and the motor clutch 468 is represented as [Cmg]. is doing.
まず、ECU11は、各種センサによる検出結果に基づいて、車両情報を取得する(ST1)。ECU11は、例えば、アクセル開度センサ70、スロットル開度センサ71、エンジン回転数センサ73、車速センサ72等による検出結果やトルクコンバータ、主変速機8、オイルポンプ380、バッテリ67の動作状態等に基づいて車両情報を取得する。ECU11は、例えば、車両情報として、現在の主変速機8の変速段、スロットル開度(アクセル開度)、エンジン回転数、ロックアップ状態、車速等に関する情報、オイルポンプ380の油圧情報、バッテリ67の蓄電情報等を取得する。車両情報は、この他、ハンドル操舵角や各種スイッチのON・OFF状態等を含んでいてもよい。
First, the ECU 11 acquires vehicle information based on detection results from various sensors (ST1). The ECU 11 is, for example, based on the detection results by the accelerator opening sensor 70, the throttle opening sensor 71, the engine speed sensor 73, the vehicle speed sensor 72, the operation state of the torque converter, the main transmission 8, the oil pump 380, the battery 67, and the like. Vehicle information is acquired based on this. For example, the ECU 11 includes, as vehicle information, information on the current gear stage of the main transmission 8, throttle opening (accelerator opening), engine speed, lockup state, vehicle speed, etc., oil pressure information of the oil pump 380, battery 67 Power storage information and the like are acquired. In addition to this, the vehicle information may include a steering angle of a steering wheel, ON / OFF states of various switches, and the like.
次に、ECU11は、種々のセンサの検出結果に応じたスロットル開度を取得し、このスロットル開度が0より大きいか否かを判定する(ST2)。ECU11は、スロットル開度が0より大きいと判定した場合(ST2:Yes)、現在の制御周期を終了し、次の制御周期に移行する。
Next, the ECU 11 acquires the throttle opening corresponding to the detection results of various sensors, and determines whether or not the throttle opening is larger than 0 (ST2). When the ECU 11 determines that the throttle opening is larger than 0 (ST2: Yes), the ECU 11 ends the current control cycle and shifts to the next control cycle.
ECU11は、スロットル開度が0以下であると判定した場合(ST2:No)、エンジン4の作動が停止しクラッチ6が解放状態(Eng:OFF、Cm:OFF)であるか否かを判定する(ST3)。
When the ECU 11 determines that the throttle opening is 0 or less (ST2: No), the ECU 11 determines whether the operation of the engine 4 is stopped and the clutch 6 is in a released state (Eng: OFF, Cm: OFF). (ST3).
ECU11は、エンジン4の作動が停止しクラッチ6が解放状態であると判定した場合(ST3:Yes)、オイルポンプ380の油圧情報等に基づいて油圧フラグ(油圧満足信号)がONであるか否かを判定する(ST4)。
When the ECU 11 determines that the operation of the engine 4 is stopped and the clutch 6 is in the disengaged state (ST3: Yes), whether or not the oil pressure flag (hydraulic satisfaction signal) is ON based on the oil pressure information of the oil pump 380 or the like. Is determined (ST4).
ECU11は、油圧フラグがONであると判定した場合(ST4:Yes)、すなわち、油圧系の油圧が足りていると判定した場合、バッテリ67の蓄電情報等に基づいて電力フラグ(電力満足信号)がONであるか否かを判定する(ST5)。
When the ECU 11 determines that the hydraulic pressure flag is ON (ST4: Yes), that is, when it is determined that the hydraulic pressure of the hydraulic system is sufficient, the power flag (power satisfaction signal) based on the storage information of the battery 67 and the like. Whether or not is ON is determined (ST5).
ECU11は、電力フラグがONであると判定した場合(ST5:Yes)、すなわち、電気系の電力が足りていると判定した場合、種々のセンサの検出結果に応じた回転体30の回転数Nif0を取得し、この回転体30の回転数Nif0が予め設定された回転可能最高回転数Nifmより大きいか否かを判定する(ST6)。これにより、ECU11は、回転体30による回転エネルギ蓄積とモータ66による電気エネルギ蓄積とを切り分けることができる。ここで、回転可能最高回転数Nifmは、車両用振動低減装置401において実用できる回転体30の最高の回転数に相当し、例えば、車両用振動低減装置401の振動低減性能、各部の仕様等に応じて予め設定される。
When the ECU 11 determines that the power flag is ON (ST5: Yes), that is, when it is determined that the electric power of the electric system is sufficient, the rotational speed Nif0 of the rotating body 30 according to the detection results of various sensors. Is determined and it is determined whether or not the rotational speed Nif0 of the rotating body 30 is greater than a preset maximum rotational speed Nifm (ST6). Thereby, the ECU 11 can distinguish between the rotational energy accumulation by the rotating body 30 and the electric energy accumulation by the motor 66. Here, the maximum rotation speed Nifm that can be rotated corresponds to the highest rotation speed of the rotating body 30 that can be practically used in the vehicle vibration reduction device 401. For example, the vibration reduction performance of the vehicle vibration reduction device 401, the specifications of each part, etc. It is set in advance accordingly.
ECU11は、回転体30の回転数Nif0が回転可能最高回転数Nifmより大きいと判定した場合(ST6:Yes)、モータクラッチ468を係合状態(Cmg:ON)とし、モータ66によって制動力吸収を行う(ST7)。すなわち、ECU11は、モータ66を制動(発電)制御することで、モータ66にて入力軸61に伝達される回転動力によって発電して回生し車両2の運動エネルギを電気エネルギに変換してバッテリ67に蓄積し、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the rotation speed Nif0 of the rotating body 30 is greater than the maximum rotation speed Nifm (ST6: Yes), the motor clutch 468 is engaged (Cmg: ON), and the motor 66 absorbs braking force. Perform (ST7). That is, the ECU 11 performs braking (power generation) control of the motor 66 to generate and regenerate the rotative power transmitted to the input shaft 61 by the motor 66, thereby converting the kinetic energy of the vehicle 2 into electric energy and the battery 67. To end the current control cycle and shift to the next control cycle.
ECU11は、回転体30の回転数Nif0が回転可能最高回転数Nifm以下であると判定した場合(ST6:No)、回転体30によって制動力吸収制御を行う(ST8)。すなわち、ECU11は、無段変速機60を制御し回転体30の回転を増速制御することで、車両2の運動エネルギを回転エネルギに変換して回転体30に蓄積し、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the rotation speed Nif0 of the rotating body 30 is equal to or lower than the maximum rotation speed Nifm (ST6: No), the ECU 11 performs braking force absorption control by the rotating body 30 (ST8). That is, the ECU 11 controls the continuously variable transmission 60 to control the rotation of the rotating body 30 to increase the speed, thereby converting the kinetic energy of the vehicle 2 into rotational energy and storing it in the rotating body 30, and setting the current control cycle. End and shift to the next control cycle.
ECU11は、ST4にて、油圧フラグがONでないと判定した場合(ST4:No)、すなわち、油圧系の油圧が足りていないと判定した場合、ポンプクラッチ381を係合状態(Cp:ON)とし、回転体30からの動力、あるいは、モータ66からの動力によってオイルポンプ380を作動し油圧系の油圧を確保する(ST9)。
If the ECU 11 determines in ST4 that the hydraulic pressure flag is not ON (ST4: No), that is, if the hydraulic pressure in the hydraulic system is determined to be insufficient, the ECU 11 sets the pump clutch 381 to the engaged state (Cp: ON). Then, the oil pump 380 is operated by the power from the rotating body 30 or the power from the motor 66 to ensure the hydraulic pressure of the hydraulic system (ST9).
そして、ECU11は、種々のセンサの検出結果に応じた車速Vを取得し、この車速Vが予め設定された基準車速V0より大きいか否かを判定する(ST10)。ECU11は、車速Vが基準車速V0より大きいと判定した場合(ST10:Yes)、低減装置クラッチ50を係合状態(Cd:ON)とし(ST11)、現在の制御周期を終了し、次の制御周期に移行する。一方、ECU11は、車速Vが基準車速V0以下であると判定した場合(ST10:No)、低減装置クラッチ50を解放状態(Cd:OFF)とし(ST12)、これにより、振動低減装置本体20をパワートレーン3から独立した補機駆動装置とし、現在の制御周期を終了し、次の制御周期に移行する。基準車速V0は、予め実車評価等に応じて低車速域の車速として適宜に設定される。
The ECU 11 acquires the vehicle speed V corresponding to the detection results of various sensors, and determines whether or not the vehicle speed V is greater than a preset reference vehicle speed V0 (ST10). When the ECU 11 determines that the vehicle speed V is greater than the reference vehicle speed V0 (ST10: Yes), the ECU 11 sets the reduction device clutch 50 to the engaged state (Cd: ON) (ST11), ends the current control cycle, and performs the next control. Transition to the cycle. On the other hand, when the ECU 11 determines that the vehicle speed V is equal to or less than the reference vehicle speed V0 (ST10: No), the ECU 11 sets the reduction device clutch 50 in the released state (Cd: OFF) (ST12), thereby causing the vibration reduction device main body 20 to move. The auxiliary drive device is independent from the power train 3, the current control cycle is terminated, and the next control cycle is started. The reference vehicle speed V0 is appropriately set as a vehicle speed in a low vehicle speed range in advance according to actual vehicle evaluation or the like.
ECU11は、ST5にて、電力フラグがONでないと判定した場合(ST5:No)、すなわち、電気系の電力が足りていないと判定した場合、モータクラッチ468を係合状態(Cmg:ON)とし、回転体30からの動力、あるいは、駆動輪10側からの動力によってモータ66を発電機として作動し電気系の電力を確保し(ST13)、ST10に移行する。
If the ECU 11 determines in ST5 that the power flag is not ON (ST5: No), that is, if it is determined that electric power is not sufficient, the motor clutch 468 is brought into the engaged state (Cmg: ON). The motor 66 is operated as a generator by the power from the rotating body 30 or the power from the drive wheel 10 side to secure electric power (ST13), and the process proceeds to ST10.
ECU11は、ST3にて、エンジン4の作動が停止しクラッチ6が解放状態ではないと判定した場合(ST3:No)、種々のセンサの検出結果に応じた回転体30の回転数Nif0を取得し、この回転体30の回転数Nif0が回転可能最高回転数Nifmより大きいか否かを判定する(ST14)。
When the ECU 11 determines in ST3 that the operation of the engine 4 is stopped and the clutch 6 is not in the disengaged state (ST3: No), the ECU 11 acquires the rotational speed Nif0 of the rotating body 30 according to the detection results of various sensors. Then, it is determined whether or not the rotational speed Nif0 of the rotating body 30 is larger than the maximum rotational speed Nifm that can be rotated (ST14).
ECU11は、回転体30の回転数Nif0が回転可能最高回転数Nifmより大きいと判定した場合(ST14:Yes)、ST7と同様に、モータクラッチ468を係合状態(Cmg:ON)とし、モータ66によって制動力吸収を行い(ST15)、現在の制御周期を終了し、次の制御周期に移行する。
If the ECU 11 determines that the rotational speed Nif0 of the rotating body 30 is greater than the maximum rotational speed Nifm that can be rotated (ST14: Yes), the motor clutch 468 is engaged (Cmg: ON) and the motor 66 is in the same manner as ST7. To absorb the braking force (ST15), end the current control cycle, and shift to the next control cycle.
ECU11は、回転体30の回転数Nif0が回転可能最高回転数Nifm以下であると判定した場合(ST14:No)、ST8と同様に、回転体30によって制動力吸収制御を行い(ST16)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the rotational speed Nif0 of the rotating body 30 is equal to or less than the maximum rotational speed Nifm (ST14: No), the ECU 11 performs the braking force absorption control by the rotating body 30 (ST16), as in ST8. The control cycle ends, and the process proceeds to the next control cycle.
次に、図8のフローチャートを参照してECU11によるエネルギ振分制御の一例を説明する。ここでは、ECU11は、回転体30の回転エネルギ、バッテリ67の蓄積電気エネルギ、オイルポンプ380の油圧エネルギの状態を比較し、不足しているエネルギ形態を充足するように制御する。なお、ECU11は、各種エネルギ形態がいずれも不足している場合には、例えば、油圧エネルギを最優先とし、以降、蓄積電気エネルギ、回転エネルギの順で優先的に不足分を充足させるとよい。
Next, an example of energy distribution control by the ECU 11 will be described with reference to the flowchart of FIG. Here, the ECU 11 compares the rotational energy of the rotating body 30, the stored electrical energy of the battery 67, and the hydraulic energy state of the oil pump 380, and performs control so as to satisfy the insufficient energy form. In addition, when all the various energy forms are insufficient, for example, the ECU 11 may prioritize the hydraulic energy first, and then satisfy the shortage with priority in the order of stored electric energy and rotational energy.
まず、ECU11は、オイルポンプ380の回転数、吐出圧、吐出量等に基づいて、オイルポンプ380による油圧エネルギQpを計測し(ST21)、油圧エネルギQpが予め設定される不足判定閾値Q1より大きいか否かを判定する(ST22)。不足判定閾値Q1は、油圧系の各部の仕様等に応じて予め設定される。
First, the ECU 11 measures the hydraulic energy Qp by the oil pump 380 based on the rotation speed, discharge pressure, discharge amount, etc. of the oil pump 380 (ST21), and the hydraulic energy Qp is larger than a preset shortage determination threshold Q1. Is determined (ST22). The shortage determination threshold Q1 is set in advance according to the specifications of each part of the hydraulic system.
ECU11は、油圧エネルギQpが不足判定閾値Q1より大きいと判定した場合(ST22:Yes)、油圧エネルギランクDpを油圧エネルギQpが十分であることを意味する「1」に設定し(ST23)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the hydraulic energy Qp is greater than the shortage determination threshold Q1 (ST22: Yes), the ECU 11 sets the hydraulic energy rank Dp to “1” which means that the hydraulic energy Qp is sufficient (ST23), The control cycle ends, and the process proceeds to the next control cycle.
ECU11は、油圧エネルギQpが不足判定閾値Q1以下であると判定した場合(ST22:No)、油圧エネルギQpが予め設定される微不足判定閾値Q2より大きいか否かを判定する(ST24)。微不足判定閾値Q2は、上記不足判定閾値Q1より小さな値であり、油圧系の各部の仕様等に応じて予め設定される。
When the ECU 11 determines that the hydraulic energy Qp is equal to or less than the shortage determination threshold value Q1 (ST22: No), the ECU 11 determines whether the hydraulic energy Qp is greater than a preset small shortage determination threshold value Q2 (ST24). The slight shortage determination threshold Q2 is a value smaller than the shortage determination threshold Q1, and is set in advance according to the specifications of each part of the hydraulic system.
ECU11は、油圧エネルギQpが微不足判定閾値Q2より大きいと判定した場合(ST24:Yes)、油圧エネルギランクDpを油圧エネルギQpがやや不足していることを意味する「2」に設定し(ST25)、バッテリ67の蓄電状態等に基づいて、バッテリ67の蓄積電気エネルギQbを計測する(ST26)。
When the ECU 11 determines that the hydraulic energy Qp is larger than the slight shortage determination threshold Q2 (ST24: Yes), the ECU 11 sets the hydraulic energy rank Dp to “2” which means that the hydraulic energy Qp is slightly short (ST25). ) Based on the storage state of the battery 67, the stored electrical energy Qb of the battery 67 is measured (ST26).
そして、ECU11は、蓄積電気エネルギQbが予め設定される不足判定閾値Q3より大きいか否かを判定する(ST27)。不足判定閾値Q3は、電気系の各部の仕様等に応じて予め設定される。
The ECU 11 determines whether or not the stored electrical energy Qb is greater than a preset shortage determination threshold Q3 (ST27). The shortage determination threshold Q3 is set in advance according to the specifications of each part of the electrical system.
ECU11は、蓄積電気エネルギQbが不足判定閾値Q3より大きいと判定した場合(ST27:Yes)、蓄積電気エネルギランクDfを蓄積電気エネルギQbが十分であることを意味する「1」に設定し(ST28)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the stored electrical energy Qb is greater than the shortage determination threshold Q3 (ST27: Yes), the ECU 11 sets the stored electrical energy rank Df to “1” which means that the stored electrical energy Qb is sufficient (ST28). ), End the current control cycle, and shift to the next control cycle.
ECU11は、蓄積電気エネルギQbが不足判定閾値Q3以下であると判定した場合(ST27:No)、蓄積電気エネルギQbが予め設定される微不足判定閾値Q4より大きいか否かを判定する(ST29)。微不足判定閾値Q4は、上記不足判定閾値Q3より小さな値であり、電気系の各部の仕様等に応じて予め設定される。
When the ECU 11 determines that the stored electrical energy Qb is less than or equal to the shortage determination threshold Q3 (ST27: No), the ECU 11 determines whether or not the stored electrical energy Qb is greater than a preset slight shortage determination threshold Q4 (ST29). . The slight deficiency determination threshold Q4 is a value smaller than the deficiency determination threshold Q3, and is set in advance according to the specifications of each part of the electrical system.
ECU11は、蓄積電気エネルギQbが微不足判定閾値Q4より大きいと判定した場合(ST29:Yes)、蓄積電気エネルギランクDfを蓄積電気エネルギQbがやや不足していることを意味する「2」に設定し(ST30)、無段変速機60の変速比、回転体30の回転数等に基づいて、回転体30の回転エネルギQwを計測する(ST31)。
When the ECU 11 determines that the stored electrical energy Qb is greater than the slight shortage determination threshold Q4 (ST29: Yes), the stored electrical energy rank Df is set to “2” which means that the stored electrical energy Qb is slightly insufficient. Then, the rotational energy Qw of the rotating body 30 is measured based on the gear ratio of the continuously variable transmission 60, the rotational speed of the rotating body 30, and the like (ST31).
そして、ECU11は、回転エネルギQwが予め設定される不足判定閾値Q5より大きいか否かを判定する(ST32)。不足判定閾値Q5は、振動低減装置本体20の各部の仕様等に応じて予め設定される。
The ECU 11 determines whether or not the rotational energy Qw is greater than a preset shortage determination threshold Q5 (ST32). The deficiency determination threshold Q5 is set in advance according to the specifications of each part of the vibration reducing apparatus main body 20.
ECU11は、回転エネルギQwが不足判定閾値Q5より大きいと判定した場合(ST32:Yes)、回転エネルギランクDwを回転エネルギQwが十分であることを意味する「1」に設定し(ST33)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the rotational energy Qw is greater than the shortage determination threshold Q5 (ST32: Yes), the ECU 11 sets the rotational energy rank Dw to “1” meaning that the rotational energy Qw is sufficient (ST33) The control cycle ends, and the process proceeds to the next control cycle.
ECU11は、回転エネルギQwが不足判定閾値Q5以下であると判定した場合(ST32:No)、回転エネルギQwが予め設定される微不足判定閾値Q6より大きいか否かを判定する(ST34)。微不足判定閾値Q6は、上記不足判定閾値Q5より小さな値であり、振動低減装置本体20の各部の仕様等に応じて予め設定される。
ECU11, when it determines with rotational energy Qw being below shortage determination threshold value Q5 (ST32: No), it is determined whether rotational energy Qw is larger than the preset fine shortage determination threshold value Q6 (ST34). The slight deficiency determination threshold Q6 is a value smaller than the deficiency determination threshold Q5, and is set in advance according to the specifications of each part of the vibration reducing apparatus main body 20.
ECU11は、回転エネルギQwが微不足判定閾値Q6より大きいと判定した場合(ST34:Yes)、回転エネルギランクDwを回転エネルギQwがやや不足していることを意味する「2」に設定し(ST35)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the rotational energy Qw is greater than the slight shortage determination threshold Q6 (ST34: Yes), the ECU 11 sets the rotational energy rank Dw to “2” which means that the rotational energy Qw is slightly insufficient (ST35). ), End the current control cycle, and shift to the next control cycle.
ECU11は、ST24にて、油圧エネルギQpが微不足判定閾値Q2以下であると判定した場合(ST24:No)、油圧エネルギランクDpを油圧エネルギQpが不足していることを意味する「3」に設定し(ST36)、油圧発生制御を実行し(ST37)、現在の制御周期を終了し、次の制御周期に移行する。この場合、ECU11は、ポンプクラッチ381を係合状態とし、回転体30からの動力、あるいは、モータ66からの動力によってオイルポンプ380を作動し油圧系の油圧を確保する。
When the ECU 11 determines in ST24 that the hydraulic energy Qp is equal to or less than the slight shortage determination threshold Q2 (ST24: No), the ECU 11 sets the hydraulic energy rank Dp to “3” which means that the hydraulic energy Qp is insufficient. Set (ST36), execute the hydraulic pressure generation control (ST37), end the current control cycle, and shift to the next control cycle. In this case, the ECU 11 engages the pump clutch 381 and operates the oil pump 380 with the power from the rotating body 30 or the power from the motor 66 to ensure the hydraulic pressure of the hydraulic system.
ECU11は、ST29にて、蓄積電気エネルギQbが微不足判定閾値Q4以下であると判定した場合(ST29:No)、蓄積電気エネルギランクDfを蓄積電気エネルギQbが不足していることを意味する「3」に設定し(ST38)、バッテリ充電制御を実行し(ST39)、現在の制御周期を終了し、次の制御周期に移行する。この場合、ECU11は、モータクラッチ468を係合状態とし、回転体30からの動力、あるいは、駆動輪10側からの動力によってモータ66を発電機として作動し電気系の電力を確保する。
When the ECU 11 determines in ST29 that the stored electrical energy Qb is less than or equal to the slight shortage determination threshold Q4 (ST29: No), it means that the stored electrical energy rank Df is insufficient in the stored electrical energy Qb. 3 "(ST38), battery charge control is executed (ST39), the current control cycle is terminated, and the next control cycle is started. In this case, the ECU 11 engages the motor clutch 468 and operates the motor 66 as a generator by the power from the rotating body 30 or the power from the drive wheel 10 side to ensure electric power.
ECU11は、ST34にて、回転エネルギQwが微不足判定閾値Q6以下であると判定した場合(ST34:No)、回転エネルギランクDwを回転エネルギQwが不足していることを意味する「3」に設定し(ST40)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines in ST34 that the rotational energy Qw is less than or equal to the slight shortage determination threshold Q6 (ST34: No), the ECU 11 sets the rotational energy rank Dw to “3” which means that the rotational energy Qw is insufficient. Set (ST40), end the current control cycle, and shift to the next control cycle.
そして、ECU11は、例えば、上記のようにしてランク付けされる油圧エネルギランクDp、蓄積電気エネルギランクDf、回転エネルギランクDwに応じて各種エネルギの過不足の状態を把握し、この各種エネルギ状態に応じて優先順位を決めて、回転体30に蓄積された慣性エネルギ(回転エネルギ)を、車両2の運動エネルギ、モータ66の電気エネルギ、又は、オイルポンプ380の油圧エネルギに変換することができる。この結果、車両用振動低減装置401は、回転体30に蓄積したエネルギを状況に応じて最も適切なエネルギ形態、比率で取り出すことができ、燃費性能を大幅に向上させることができる。
And ECU11 grasps | ascertains the state of excess and deficiency of various energy according to the hydraulic energy rank Dp, the accumulation | storage electric energy rank Df, and the rotation energy rank Dw which are ranked as mentioned above, for example, and it is in this various energy state Accordingly, the priority order can be determined and the inertia energy (rotational energy) accumulated in the rotating body 30 can be converted into the kinetic energy of the vehicle 2, the electric energy of the motor 66, or the hydraulic energy of the oil pump 380. As a result, the vehicle vibration reduction device 401 can extract the energy accumulated in the rotating body 30 in the most appropriate energy form and ratio according to the situation, and can greatly improve the fuel consumption performance.
以上で説明した実施形態に係る車両用振動低減装置401は、車両2の状態に応じて、振動低減装置(共振点調節装置)としての機能と走行エネルギ蓄積装置としての機能とを使い分けることで、振動の低減と燃費性能の向上とを両立することができる。そして、車両用振動低減装置401は、無段変速機60を介して回転体30にエネルギを蓄積可能な構成とすることで、適正な振動の低減を図った上で、エネルギ効率の向上を実現することができる。
The vehicle vibration reduction device 401 according to the embodiment described above uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved. The vehicle vibration reduction device 401 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
[実施形態5]
図9は、実施形態5に係る車両用振動低減装置における制御の一例を示すフローチャート、図10は、実施形態5に係る車両用振動低減装置における動作の一例を説明するタイムチャートである。実施形態5に係る車両用振動低減装置は、制御の内容が実施形態2とは異なる。なお、実施形態5に係る車両用振動低減装置の各構成については、適宜、図3を参照する。 [Embodiment 5]
FIG. 9 is a flowchart illustrating an example of control in the vehicle vibration reduction device according to the fifth embodiment, and FIG. 10 is a time chart illustrating an example of operation in the vehicle vibration reduction device according to the fifth embodiment. The vehicle vibration reducing device according to the fifth embodiment is different from the second embodiment in the content of the control. Note that FIG. 3 is appropriately referred to for each configuration of the vehicle vibration reducing device according to the fifth embodiment.
図9は、実施形態5に係る車両用振動低減装置における制御の一例を示すフローチャート、図10は、実施形態5に係る車両用振動低減装置における動作の一例を説明するタイムチャートである。実施形態5に係る車両用振動低減装置は、制御の内容が実施形態2とは異なる。なお、実施形態5に係る車両用振動低減装置の各構成については、適宜、図3を参照する。 [Embodiment 5]
FIG. 9 is a flowchart illustrating an example of control in the vehicle vibration reduction device according to the fifth embodiment, and FIG. 10 is a time chart illustrating an example of operation in the vehicle vibration reduction device according to the fifth embodiment. The vehicle vibration reducing device according to the fifth embodiment is different from the second embodiment in the content of the control. Note that FIG. 3 is appropriately referred to for each configuration of the vehicle vibration reducing device according to the fifth embodiment.
まず、図9のフローチャートを参照して車両用振動低減装置501(図3参照)のECU11による制御の一例を説明する。ここでは、車両2の主変速機8で変速段83が選択された惰性走行状態からスロットルが開かれて車両2が加速状態となった場合について説明する。
First, an example of control by the ECU 11 of the vehicle vibration reduction device 501 (see FIG. 3) will be described with reference to the flowchart of FIG. Here, a case will be described in which the throttle is opened and the vehicle 2 is in an accelerated state from the inertia running state in which the gear stage 83 is selected by the main transmission 8 of the vehicle 2.
まず、ECU11は、スロットルが開かれると、種々のセンサの検出結果に応じたスロットル開度、エンジン回転数を取得し、このスロットル開度、エンジン回転数等に基づいて、要求される車両駆動トルクTcを決定する(ST51)。
First, when the throttle is opened, the ECU 11 acquires the throttle opening and the engine speed corresponding to the detection results of various sensors, and the required vehicle driving torque based on the throttle opening and the engine speed. Tc is determined (ST51).
次に、ECU11は、回転体30の回転エネルギQwを確認する(ST52)。ECU11は、例えば、無段変速機60の変速比、回転体30の回転数等に基づいて、回転体30の回転エネルギQwを確認する。
Next, the ECU 11 confirms the rotational energy Qw of the rotating body 30 (ST52). The ECU 11 checks the rotational energy Qw of the rotating body 30 based on, for example, the gear ratio of the continuously variable transmission 60, the rotational speed of the rotating body 30, and the like.
次に、ECU11は、バッテリ67の蓄積電気エネルギQbを確認する(ST53)。ECU11は、例えば、バッテリ67の蓄電状態等に基づいて、バッテリ67の蓄積電気エネルギQbを確認する。
Next, the ECU 11 checks the stored electrical energy Qb of the battery 67 (ST53). For example, the ECU 11 checks the stored electrical energy Qb of the battery 67 based on the storage state of the battery 67 and the like.
次に、ECU11は、回転エネルギQwが予め設定される判定基準回転エネルギQw0より大きく蓄積電気エネルギQbが予め設定される判定基準蓄積電気エネルギQb0より大きいか否かを判定する(ST54)。判定基準回転エネルギQw0、判定基準蓄積電気エネルギQb0は、それぞれのエネルギを用いて駆動輪10に駆動力を発生させることができるか否かを判定するための判定基準値であり、実車評価等に基づいて予め設定される。
Next, the ECU 11 determines whether or not the rotational energy Qw is greater than a preset determination reference rotational energy Qw0 and the stored electrical energy Qb is greater than a predetermined determination reference stored electrical energy Qb0 (ST54). The determination reference rotational energy Qw0 and the determination reference accumulated electric energy Qb0 are determination reference values for determining whether the driving force can be generated in the drive wheels 10 using the respective energies. It is preset based on this.
ECU11は、回転エネルギQwが判定基準回転エネルギQw0より大きく蓄積電気エネルギQbが判定基準蓄積電気エネルギQb0より大きいと判定した場合(ST54:Yes)、要求される車両駆動トルクTcが回転体出力最大トルクTwmより小さいか否かを判定する(ST55)。ここで、回転体出力最大トルクTwmは、回転体30の回転状態に応じての回転体30が変速機入力軸13に発生させることができる最大のトルクに相当する。
When the ECU 11 determines that the rotational energy Qw is greater than the determination reference rotational energy Qw0 and the stored electrical energy Qb is greater than the determination reference stored electrical energy Qb0 (ST54: Yes), the required vehicle drive torque Tc is the maximum rotating body output torque. It is determined whether it is smaller than Twm (ST55). Here, the rotator output maximum torque Twm corresponds to the maximum torque that the rotator 30 can generate on the transmission input shaft 13 according to the rotation state of the rotator 30.
ECU11は、要求される車両駆動トルクTcが回転体出力最大トルクTwmより小さいと判定した場合(ST55:Yes)、無段変速機60、エンジン4を制御して、下記のように制御する。すなわち、ECU11は、回転エネルギQwを現在の回転体30の回転状態に応じて振動低減装置本体220が変速機入力軸13に発生させる回転体出力トルクTwの大きさで放出し、回転エネルギQwが無くなったらエンジントルクTeで車両2を駆動し加速させ(ST56)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the required vehicle drive torque Tc is smaller than the rotator output maximum torque Twm (ST55: Yes), the ECU 11 controls the continuously variable transmission 60 and the engine 4 as follows. That is, the ECU 11 releases the rotational energy Qw with the magnitude of the rotating body output torque Tw that the vibration reducing device main body 220 generates on the transmission input shaft 13 in accordance with the current rotating state of the rotating body 30, and the rotational energy Qw is When it disappears, the vehicle 2 is driven and accelerated by the engine torque Te (ST56), the current control cycle is terminated, and the next control cycle is started.
ECU11は、要求される車両駆動トルクTcが回転体出力最大トルクTwm以上であると判定した場合(ST55:No)、要求される車両駆動トルクTcが回転体出力最大トルクTwmとモータ出力最大トルクTmgmとの合計より小さいか否かを判定する(ST57)。ここで、モータ出力最大トルクTmgmは、現在の状態に応じてモータ66が変速機入力軸13に発生させることができる最大のトルクに相当する。
When the ECU 11 determines that the required vehicle drive torque Tc is equal to or greater than the rotator output maximum torque Twm (ST55: No), the required vehicle drive torque Tc is the rotator output maximum torque Twm and the motor output maximum torque Tmgm. It is determined whether or not the sum is smaller than (ST57). Here, the motor output maximum torque Tmgm corresponds to the maximum torque that the motor 66 can generate on the transmission input shaft 13 in accordance with the current state.
ECU11は、要求される車両駆動トルクTcが回転体出力最大トルクTwmとモータ出力最大トルクTmgmとの合計より小さいと判定した場合(ST57:Yes)、無段変速機60、モータ66、エンジン4を制御して、下記のように制御する。すなわち、ECU11は、現在の回転エネルギQwを回転体出力最大トルクTwmの大きさで放出すると共に、蓄積電気エネルギQbを現在の状態に応じてモータ66が変速機入力軸13に発生させるモータ出力トルクTmgの大きさで放出し、回転エネルギQw、蓄積電気エネルギQbが無くなったらエンジントルクTeで車両2を駆動し加速させ(ST58)、現在の制御周期を終了し、次の制御周期に移行する。
If the ECU 11 determines that the required vehicle drive torque Tc is smaller than the sum of the rotator output maximum torque Twm and the motor output maximum torque Tmgm (ST57: Yes), the continuously variable transmission 60, the motor 66, and the engine 4 are turned on. And control as follows. That is, the ECU 11 releases the current rotational energy Qw with the magnitude of the rotator output maximum torque Twm, and the motor output torque that the motor 66 generates on the transmission input shaft 13 according to the current state. When the rotational energy Qw and the stored electrical energy Qb disappear, the vehicle 2 is driven and accelerated by the engine torque Te (ST58), the current control cycle is terminated, and the next control cycle is started.
ECU11は、ST57にて、要求される車両駆動トルクTcが回転体出力最大トルクTwmとモータ出力最大トルクTmgmとの合計以上であると判定した場合(ST57:No)、[Tc=Te+Twm+Tmgm]とし(ST59)、下記のように制御する。すなわち、ECU11は、現在の回転エネルギQwを回転体出力最大トルクTwmの大きさで放出すると共に、蓄積電気エネルギQbを現在の状態に応じてモータ66が変速機入力軸13に発生させるモータ出力最大トルクTmgmの大きさで放出し、回転エネルギQw、蓄積電気エネルギQbが無くなったらエンジントルクTeで車両2を駆動し加速させ(ST60)、現在の制御周期を終了し、次の制御周期に移行する。
If the ECU 11 determines in ST57 that the required vehicle drive torque Tc is equal to or greater than the sum of the rotator output maximum torque Twm and the motor output maximum torque Tmgm (ST57: No), [Tc = Te + Twm + Tmgm] ( ST59), the following control is performed. That is, the ECU 11 releases the current rotational energy Qw with the magnitude of the rotator output maximum torque Twm, and the motor output maximum that the motor 66 generates on the transmission input shaft 13 in accordance with the current state. When the torque Tmgm is released and the rotational energy Qw and the stored electrical energy Qb disappear, the vehicle 2 is driven and accelerated by the engine torque Te (ST60), the current control cycle is terminated, and the next control cycle is started. .
ECU11は、ST54にて、回転エネルギQwが判定基準回転エネルギQw0以下である、あるいは、蓄積電気エネルギQbが判定基準蓄積電気エネルギQb0以下であると判定した場合(ST54:No)、回転エネルギQwが判定基準回転エネルギQw0より小さいか否かを判定する(ST61)。
When the ECU 11 determines in ST54 that the rotational energy Qw is equal to or less than the determination reference rotational energy Qw0 or that the stored electric energy Qb is equal to or less than the determination reference stored electric energy Qb0 (ST54: No), the rotational energy Qw is It is determined whether or not it is smaller than the determination reference rotational energy Qw0 (ST61).
ECU11は、回転エネルギQwが判定基準回転エネルギQw0より小さいと判定した場合(ST61:Yes)、エンジン4を制御し、エンジントルクTeで車両2を駆動し加速させ(ST62)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the rotational energy Qw is smaller than the determination reference rotational energy Qw0 (ST61: Yes), the ECU 11 controls the engine 4 to drive and accelerate the vehicle 2 with the engine torque Te (ST62). End and shift to the next control cycle.
ECU11は、回転エネルギQwが判定基準回転エネルギQw0以上であると判定した場合(ST61:No)、要求される車両駆動トルクTcが回転体出力最大トルクTwmより小さいか否かを判定する(ST63)。
When the ECU 11 determines that the rotational energy Qw is equal to or greater than the determination reference rotational energy Qw0 (ST61: No), the ECU 11 determines whether the required vehicle driving torque Tc is smaller than the rotating body output maximum torque Twm (ST63). .
ECU11は、要求される車両駆動トルクTcが回転体出力最大トルクTwmより小さいと判定した場合(ST63:Yes)、無段変速機60、エンジン4を制御して、下記のように制御する。すなわち、ECU11は、回転エネルギQwを現在の回転体出力トルクTwの大きさで放出し、回転エネルギQwが無くなったらエンジントルクTeで車両2を駆動し加速させ(ST64)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the required vehicle driving torque Tc is smaller than the rotator output maximum torque Twm (ST63: Yes), the ECU 11 controls the continuously variable transmission 60 and the engine 4 as follows. That is, the ECU 11 releases the rotational energy Qw at the current rotating body output torque Tw, and when the rotational energy Qw is lost, the ECU 11 drives and accelerates the vehicle 2 with the engine torque Te (ST64), and ends the current control cycle. Then, the next control cycle is started.
ECU11は、要求される車両駆動トルクTcが回転体出力最大トルクTwm以上であると判定した場合(ST63:No)、無段変速機60、モータ66、エンジン4を制御して、下記のように制御する。すなわち、ECU11は、現在の回転エネルギQwを回転体出力最大トルクTwmの大きさで放出すると共に、蓄積電気エネルギQbを現在のモータ出力トルクTmgの大きさで放出し、回転エネルギQw、蓄積電気エネルギQbが無くなったらエンジントルクTeで車両2を駆動し加速させ(ST65)、現在の制御周期を終了し、次の制御周期に移行する。
When the ECU 11 determines that the required vehicle driving torque Tc is equal to or greater than the rotating body output maximum torque Twm (ST63: No), the ECU 11 controls the continuously variable transmission 60, the motor 66, and the engine 4 as follows. Control. That is, the ECU 11 releases the current rotational energy Qw with the magnitude of the rotating body output maximum torque Twm, and releases the accumulated electric energy Qb with the magnitude of the current motor output torque Tmg. When Qb disappears, the vehicle 2 is driven and accelerated by the engine torque Te (ST65), the current control cycle is terminated, and the next control cycle is started.
ここで、以上で説明した本実施形態に係る車両用振動低減装置501は、ECU11が第3制御装置としても兼用されてもよい。
Here, in the vehicle vibration reduction device 501 according to this embodiment described above, the ECU 11 may also be used as the third control device.
ここでは、振動低減装置本体220は、車両2の減速前等に回転体30の回転数が所定よりも低い状態を基本最適共振状態とすることで、慣性エネルギの蓄積容量(蓄積代)を十分に確保するようにしている。ECU11は、この基本最適共振状態では無段変速機60の変速比を制御し、回転体30の回転数を所定よりも低い状態とする。この振動低減装置本体220の基本最適共振状態は、回転体30に慣性エネルギがほとんど蓄積されていない状態である。この場合、本実施形態の振動低減装置本体220は、回転体30の回転数が低く回転体30の見掛け上の慣性質量が相対的に小さく蓄積エネルギが相対的に少ない状態にて、パワートレーン3で発生する振動を最適に打ち消して制振するように、回転体30等の実際の慣性質量やバネ271のバネ定数Kdが調整され、振動低減装置本体220の固有振動数、最適共振点が調整されている。
Here, the vibration reduction apparatus main body 220 has a sufficient inertial energy storage capacity (storage allowance) by setting a state in which the rotational speed of the rotating body 30 is lower than a predetermined value before deceleration of the vehicle 2 to a basic optimum resonance state. To ensure that The ECU 11 controls the gear ratio of the continuously variable transmission 60 in this basic optimum resonance state, and sets the rotational speed of the rotating body 30 to be lower than a predetermined value. The basic optimum resonance state of the vibration reducing device main body 220 is a state in which almost no inertial energy is accumulated in the rotating body 30. In this case, the vibration reduction device main body 220 according to the present embodiment has the power train 3 in a state where the rotational speed of the rotating body 30 is low and the apparent inertial mass of the rotating body 30 is relatively small and the stored energy is relatively small. The actual inertia mass of the rotating body 30 and the spring constant Kd of the spring 271 are adjusted so as to optimally cancel the vibration generated by the vibration, and the natural frequency and the optimum resonance point of the vibration reducing device main body 220 are adjusted. Has been.
振動低減装置本体220は、基本最適共振状態において、パワートレーン3で発生する振動を打ち消して制振するように実際の慣性質量やバネ271のバネ定数Kdが調整されている。振動低減装置本体220は、この基本最適共振状態を基本として制御される。よって、この車両用振動低減装置501は、基本最適共振状態において、高い制振効果を奏することができ、例えば、車両2において極めて静粛な走行を実現することができる。そして、ECU11は、車両2が減速走行等になると、即座に無段変速機60を制御し回転体30の回転を増速制御することで、回転体30へのエネルギの蓄積をすぐに開始することができる。これにより、車両用振動低減装置501は、回転体30に車両2の運動エネルギを効果的に回収し、より多くのエネルギを蓄積させることができ、より効率的にエネルギの蓄積、放出を行うことができ、さらに燃費性能を向上することができる。
In the vibration reduction device main body 220, the actual inertial mass and the spring constant Kd of the spring 271 are adjusted so as to cancel the vibration generated in the power train 3 in the basic optimum resonance state. The vibration reduction apparatus main body 220 is controlled based on this basic optimum resonance state. Therefore, this vehicle vibration reducing device 501 can exhibit a high vibration damping effect in the basic optimum resonance state, and can realize, for example, extremely quiet running in the vehicle 2. The ECU 11 immediately starts accumulating energy in the rotating body 30 by immediately controlling the continuously variable transmission 60 and increasing the rotation speed of the rotating body 30 when the vehicle 2 is decelerated. be able to. As a result, the vehicle vibration reduction device 501 can effectively collect the kinetic energy of the vehicle 2 in the rotating body 30, accumulate more energy, and more efficiently accumulate and release energy. In addition, fuel efficiency can be improved.
そして、本実施形態のECU11は、基本最適共振状態にある振動低減装置本体220において、車両2の減速時に無段変速機60の変速比を減少し回転体30の回転数を上昇させてこの回転体30に慣性エネルギを蓄積する。その後、ECU11は、車両2の加速時にエンジン4により動力を発生させると共に、無段変速機60の変速比を増加し回転体30の回転数を低下させ回転体30に蓄積した慣性エネルギを放出しモータ66により回生を行う制御を実行する。
Then, the ECU 11 of the present embodiment reduces the rotation speed of the rotating body 30 by decreasing the gear ratio of the continuously variable transmission 60 when the vehicle 2 is decelerated in the vibration reduction device main body 220 in the basic optimum resonance state. Inertial energy is stored in the body 30. Thereafter, the ECU 11 generates power by the engine 4 when the vehicle 2 is accelerated, increases the gear ratio of the continuously variable transmission 60, decreases the rotational speed of the rotating body 30, and releases the inertia energy accumulated in the rotating body 30. Control to regenerate by the motor 66 is executed.
ここで、図10のタイムチャートを参照して車両用振動低減装置501の動作の一例を説明する。図10は、横軸を時間軸、縦軸をスロットル開度、無段変速機60のCVT速度比、モータ66のMG出力トルク、車両駆動トルクとしている。無段変速機60のCVT速度比は、[出力軸62の回転数/入力軸61の回転数=1/無段変速機60の変速比]に相当する。
Here, an example of the operation of the vehicle vibration reducing device 501 will be described with reference to the time chart of FIG. In FIG. 10, the horizontal axis represents the time axis, the vertical axis represents the throttle opening, the CVT speed ratio of the continuously variable transmission 60, the MG output torque of the motor 66, and the vehicle driving torque. The CVT speed ratio of the continuously variable transmission 60 corresponds to [the rotational speed of the output shaft 62 / the rotational speed of the input shaft 61 = 1 / the speed ratio of the continuously variable transmission 60].
ECU11は、無段変速機60の速度比を最小速度比minとし回転体30の回転数が低い基本最適共振状態として車両2を走行させている状態で、スロットル開度が0とされ、車両2が惰性で走行する状態となると、無段変速機60を制御し速度比を増加(速度比を減少)させる。これにより、ECU11は、回転体30の回転数を上昇させて、車両2の減速エネルギをこの回転体30に慣性エネルギを蓄積する。
The ECU 11 sets the throttle opening to 0 when the vehicle 2 is running in the basic optimum resonance state where the speed ratio of the continuously variable transmission 60 is the minimum speed ratio min and the rotational speed of the rotating body 30 is low. When the vehicle runs in inertia, the continuously variable transmission 60 is controlled to increase the speed ratio (decrease the speed ratio). Thereby, the ECU 11 increases the rotational speed of the rotating body 30 and accumulates the deceleration energy of the vehicle 2 in the rotating body 30 and inertial energy.
そして、ECU11は、時刻t1でスロットルがONされスロットル開度が増加すると、振動低減装置本体220が基本最適共振状態において高い制振効果を奏することから、振動低減装置本体220をこの基本最適共振状態に戻すべく、無段変速機60を制御し速度比を減少(変速比を増加)させ、回転体30の回転数を低下させる。
When the throttle is turned on at time t1 and the throttle opening increases, the ECU 11 exerts a high vibration damping effect in the basic optimum resonance state, so that the vibration reduction device body 220 is placed in the basic optimum resonance state. In order to return to the above, the continuously variable transmission 60 is controlled to decrease the speed ratio (increase the speed ratio) and decrease the rotational speed of the rotating body 30.
このとき、振動低減装置本体220は、回転体30に蓄積した慣性エネルギを放出するが、ここでは、ECU11は、エンジン4を制御し動力を発生させることで、回転体30によるエネルギの放出より応答性の高いエンジン出力によって、スロットル開度に応じた車両駆動トルクを出力する。これにより、ECU11は、運転者に対して車両2の良好な加速感を与えることができ、より快適な加速性能を確保することができる。
At this time, the vibration reduction device main body 220 releases the inertial energy accumulated in the rotating body 30, but here the ECU 11 controls the engine 4 to generate power, thereby responding more than the energy released by the rotating body 30. A vehicle driving torque corresponding to the throttle opening is output by highly efficient engine output. Thereby, ECU11 can give the driver | operator the favorable feeling of acceleration of the vehicle 2, and can ensure more comfortable acceleration performance.
そしてこのとき、ECU11は、回転体30の見掛け上の慣性質量が基本最適共振状態と等価となるようにMG出力トルクを制御する。すなわち、ECU11は、モータ66を発電機として利用し制動(発電)制御することで、速度比が最小となる時刻t2過ぎまで、モータ66にて回転体30の回転数の低下に伴って放出された回転動力によって発電して回生し、運動エネルギを電気エネルギに変換してバッテリ67に蓄積する。これにより、振動低減装置本体220は、基本最適共振状態に戻る際に回転体30から放出された運動エネルギをモータ66にて電気エネルギとして回収しバッテリ67に蓄積することができる。つまり、この車両用振動低減装置501は、応答性が相対的に低い回転体30で蓄積されている回転エネルギをモータ66にて電気エネルギとして回収することで回転体30の回転数を低下させ、振動低減装置本体220を基本最適共振状態に戻すことができる。
At this time, the ECU 11 controls the MG output torque so that the apparent inertial mass of the rotating body 30 is equivalent to the basic optimum resonance state. That is, the ECU 11 uses the motor 66 as a generator to perform braking (power generation) control, so that the motor 66 releases the rotational body 30 as the rotational speed of the rotating body 30 decreases until the time t2 when the speed ratio becomes minimum. Electric power is generated and regenerated by the rotating power, and the kinetic energy is converted into electric energy and stored in the battery 67. Thereby, the vibration reduction device main body 220 can collect the kinetic energy released from the rotating body 30 when returning to the basic optimum resonance state as electric energy by the motor 66 and store it in the battery 67. That is, this vehicle vibration reduction device 501 reduces the rotational speed of the rotating body 30 by collecting the rotational energy accumulated in the rotating body 30 having relatively low responsiveness as electrical energy by the motor 66, The vibration reduction apparatus main body 220 can be returned to the basic optimum resonance state.
この場合、ECU11は、下記の数式(2)が成り立つように、モータ66を制動制御しMG出力トルクを制御するとよい。この数式(2)において、「Is」は回転体30の最低慣性質量(つまり、基本最適共振状態における慣性質量)、「Ik」は回転体30の過渡状態の慣性質量、「ωk」は加振周波数、「Tmg」はモータ66のMG出力トルクであって負のトルク(Tmg<0)を表している。
Is・(dωk/dt)=Ik・(dωk/dt)+Tmg ・・・ (2)
In this case, theECU 11 may control the MG output torque by braking the motor 66 so that the following formula (2) is satisfied. In this equation (2), “Is” is the lowest inertial mass of the rotating body 30 (that is, the inertial mass in the basic optimum resonance state), “Ik” is the inertial mass in the transient state of the rotating body 30, and “ωk” is the excitation. The frequency “Tmg” is the MG output torque of the motor 66 and represents a negative torque (Tmg <0).
Is · (dωk / dt) = Ik · (dωk / dt) + Tmg (2)
Is・(dωk/dt)=Ik・(dωk/dt)+Tmg ・・・ (2)
In this case, the
Is · (dωk / dt) = Ik · (dωk / dt) + Tmg (2)
したがって、車両用振動低減装置501は、快適な加速性能を確保しつつ、振動低減装置本体220を適切な慣性質量として高い振動低減効果を確保することができ、その上で、回転体30のエネルギを無駄に消費せずに電気エネルギとして蓄積することができるので、振動低減と燃費向上とをより適切に両立し、さらに、走行フィーリングを向上することができる。
Therefore, the vehicle vibration reduction device 501 can ensure a high vibration reduction effect by using the vibration reduction device main body 220 as an appropriate inertial mass while ensuring a comfortable acceleration performance. In addition, the energy of the rotating body 30 can be secured. Can be stored as electric energy without consuming wastefully, so that both vibration reduction and fuel efficiency can be more appropriately achieved, and driving feeling can be improved.
以上で説明した実施形態に係る車両用振動低減装置501は、車両2の状態に応じて、振動低減装置(ダイナミックダンパ)としての機能と走行エネルギ蓄積装置としての機能とを使い分けることで、振動の低減と燃費性能の向上とを両立することができる。そして、車両用振動低減装置501は、無段変速機60を介して回転体30にエネルギを蓄積可能な構成とすることで、適正な振動の低減を図った上で、エネルギ効率の向上を実現することができる。
The vehicle vibration reduction device 501 according to the embodiment described above uses a function as a vibration reduction device (dynamic damper) and a function as a travel energy storage device in accordance with the state of the vehicle 2 to reduce vibration. Both reduction and improvement in fuel efficiency can be achieved. The vehicle vibration reduction device 501 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby achieving an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
[実施形態6]
図11は、実施形態6に係る車両用振動低減装置の概略構成図である。実施形態6に係る車両用振動低減装置は、ポンプの設置位置が実施形態3~5とは異なる。 [Embodiment 6]
FIG. 11 is a schematic configuration diagram of a vehicle vibration reducing device according to the sixth embodiment. The vehicle vibration reducing apparatus according to the sixth embodiment differs from the third to fifth embodiments in the installation position of the pump.
図11は、実施形態6に係る車両用振動低減装置の概略構成図である。実施形態6に係る車両用振動低減装置は、ポンプの設置位置が実施形態3~5とは異なる。 [Embodiment 6]
FIG. 11 is a schematic configuration diagram of a vehicle vibration reducing device according to the sixth embodiment. The vehicle vibration reducing apparatus according to the sixth embodiment differs from the third to fifth embodiments in the installation position of the pump.
図11に示す本実施形態の車両用振動低減装置601は、振動低減装置本体20がオイルポンプ(ポンプ)680を備える。
11, the vibration reducing device 601 for a vehicle according to this embodiment shown in FIG. 11 includes an oil pump (pump) 680 in the vibration reducing device main body 20.
本実施形態のオイルポンプ680は、主変速機8Aの変速機入力軸13と、振動低減装置本体20の出力軸62との間に設けられる。このオイルポンプ680は、変速機入力軸13と回転体30とに動力伝達可能に設けられる。オイルポンプ680は、ポンプ羽車等と一体回転するポンプ軸と、ポンプ羽車等を収容するケースとのいずれか一方が出力軸62と一体回転可能に連結され、他方がポンプクラッチ681を介して変速機入力軸13と連結される。
The oil pump 680 of the present embodiment is provided between the transmission input shaft 13 of the main transmission 8A and the output shaft 62 of the vibration reduction device main body 20. The oil pump 680 is provided so that power can be transmitted to the transmission input shaft 13 and the rotating body 30. In the oil pump 680, one of a pump shaft that rotates integrally with the pump impeller and the like and a case that accommodates the pump impeller and the like is connected to the output shaft 62 so as to be integrally rotatable, and the other is connected via a pump clutch 681. It is connected to the transmission input shaft 13.
したがって、このオイルポンプ680は、ポンプクラッチ681が係合状態である場合に、変速機入力軸13と回転体30との差動回転に応じて作動し、オイルを吸入、加圧、昇圧しパワートレーン3の潤滑部等に向けて圧送することができる。この場合、オイルポンプ680は、出力軸62(回転体30)と変速機入力軸13とが回転軸線X4を回転中心として互いに逆回転していることから、ポンプ羽車とケースとを互いに逆回転させることができる。この結果、オイルポンプ680は、作動回転数を相対的に高くすることができるのでオイルの加圧、圧送効率を向上することができ、例えば、エンジン回転数が低い場合や車両2が低速であった場合であっても適正な吐出圧、吐出量等を確保することができる運転領域を拡大することができる。
Therefore, when the pump clutch 681 is in the engaged state, the oil pump 680 operates according to the differential rotation between the transmission input shaft 13 and the rotating body 30, and sucks, pressurizes, and boosts the oil. It can be pumped toward the lubricating part of the train 3 and the like. In this case, in the oil pump 680, since the output shaft 62 (rotary body 30) and the transmission input shaft 13 are rotated in the opposite directions around the rotation axis X4, the pump impeller and the case are rotated in the opposite directions. Can be made. As a result, the oil pump 680 can relatively increase the operating rotational speed, thereby improving the oil pressurizing and pumping efficiency. For example, when the engine rotational speed is low or the vehicle 2 is at a low speed. Even in such a case, it is possible to expand the operation range in which an appropriate discharge pressure, discharge amount and the like can be secured.
以上で説明した実施形態に係る車両用振動低減装置601は、車両2の状態に応じて、振動低減装置(共振点調節装置)としての機能と走行エネルギ蓄積装置としての機能とを使い分けることで、振動の低減と燃費性能の向上とを両立することができる。そして、車両用振動低減装置601は、無段変速機60を介して回転体30にエネルギを蓄積可能な構成とすることで、適正な振動の低減を図った上で、エネルギ効率の向上を実現することができる。
The vehicle vibration reduction device 601 according to the embodiment described above uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved. The vehicle vibration reduction device 601 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.
なお、上述した本発明の実施形態に係る車両用振動低減装置は、上述した実施形態に限定されず、請求の範囲に記載された範囲で種々の変更が可能である。本実施形態に係る車両用振動低減装置は、以上で説明した各実施形態の構成要素を適宜組み合わせることで構成してもよい。
In addition, the vehicle vibration reduction device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims. The vehicle vibration reduction device according to the present embodiment may be configured by appropriately combining the components of the embodiments described above.
以上の説明では、車両用振動低減装置は、駆動系をなす主変速機8の変速機入力軸13に設けられるものとして説明したが変速機出力軸14に設けられてもよい。すなわち、慣性質量体としての回転体30は、変速機出力軸14に動力伝達可能に連結されてもよい。
In the above description, the vehicle vibration reduction device has been described as being provided on the transmission input shaft 13 of the main transmission 8 that forms the drive system, but may be provided on the transmission output shaft 14. That is, the rotating body 30 as the inertial mass body may be coupled to the transmission output shaft 14 so that power can be transmitted.
以上で説明した車両は、走行用動力源として、内燃機関に加えてさらに、発電可能な電動機としてのモータジェネレータなどを備えたいわゆる「ハイブリッド車両」であってもよい。
The vehicle described above may be a so-called “hybrid vehicle” provided with a motor generator as an electric motor capable of generating electricity in addition to the internal combustion engine as a driving power source.
以上の説明では、第1制御装置、第2制御装置、第3制御装置は、ECU11によって兼用されるものとして説明したが、これに限らず、それぞれECU11とは別個に設けられ、ECU11と相互に検出信号や駆動信号、制御指令等の情報の授受を行う構成であってもよい。
In the above description, the first control device, the second control device, and the third control device have been described as being shared by the ECU 11. However, the present invention is not limited to this, and is provided separately from the ECU 11 and mutually connected to the ECU 11. It may be configured to exchange information such as a detection signal, a drive signal, and a control command.
1、201、301、401、501、601 車両用振動低減装置
2、2A 車両
3 パワートレーン
4 エンジン(走行用駆動源)
5 動力伝達装置
6 クラッチ
7 ダンパ
8、8A 主変速機
9 デファレンシャルギヤ
10 駆動輪
11 ECU(第1制御装置、第2制御装置、第3制御装置)
12 制動装置
13 変速機入力軸(回転軸、入力軸)
14 変速機出力軸
15 低減装置回転軸
20、220 振動低減装置本体
30 回転体(慣性質量体)
40 変速装置
50 低減装置クラッチ(低減装置係合装置)
60 無段変速機
61 入力軸(入力部材)
62 出力軸(出力部材)
66 モータ(回転電機)
67 バッテリ
270 バネ保持機構
271 バネ(弾性体)
380、680 オイルポンプ(ポンプ)
381、681 ポンプクラッチ(ポンプ係合装置)
468 モータクラッチ(回転電機係合装置) 1, 201, 301, 401, 501, 601 Vehicle vibration reducing device 2, 2 A Vehicle 3 Powertrain 4 Engine (traveling drive source)
5 Power transmission device 6Clutch 7 Damper 8, 8 A Main transmission 9 Differential gear 10 Drive wheel 11 ECU (first control device, second control device, third control device)
12Braking device 13 Transmission input shaft (rotary shaft, input shaft)
14Transmission output shaft 15 Reduction device rotation shaft 20, 220 Vibration reduction device body 30 Rotating body (Inertial mass body)
40Transmission 50 Reduction device clutch (reduction device engagement device)
60 continuouslyvariable transmission 61 input shaft (input member)
62 Output shaft (output member)
66 Motor (Rotating electric machine)
67 Battery 270 Spring holding mechanism 271 Spring (elastic body)
380, 680 Oil pump (pump)
381, 681 Pump clutch (pump engagement device)
468 Motor clutch (rotating electrical machine engaging device)
2、2A 車両
3 パワートレーン
4 エンジン(走行用駆動源)
5 動力伝達装置
6 クラッチ
7 ダンパ
8、8A 主変速機
9 デファレンシャルギヤ
10 駆動輪
11 ECU(第1制御装置、第2制御装置、第3制御装置)
12 制動装置
13 変速機入力軸(回転軸、入力軸)
14 変速機出力軸
15 低減装置回転軸
20、220 振動低減装置本体
30 回転体(慣性質量体)
40 変速装置
50 低減装置クラッチ(低減装置係合装置)
60 無段変速機
61 入力軸(入力部材)
62 出力軸(出力部材)
66 モータ(回転電機)
67 バッテリ
270 バネ保持機構
271 バネ(弾性体)
380、680 オイルポンプ(ポンプ)
381、681 ポンプクラッチ(ポンプ係合装置)
468 モータクラッチ(回転電機係合装置) 1, 201, 301, 401, 501, 601 Vehicle
5 Power transmission device 6
12
14
40
60 continuously
62 Output shaft (output member)
66 Motor (Rotating electric machine)
380, 680 Oil pump (pump)
381, 681 Pump clutch (pump engagement device)
468 Motor clutch (rotating electrical machine engaging device)
Claims (9)
- 車両の走行用駆動源から駆動輪に回転動力を伝達可能である動力伝達装置の前記走行用駆動源から前記駆動輪までの動力伝達経路に対して並列に設けられ、前記動力伝達装置の回転軸に動力伝達可能に連結される慣性質量体と、
前記回転軸と前記慣性質量体との間の動力伝達経路に設けられ、前記回転軸からの回転動力を変速して前記慣性質量体に伝達可能であると共に、前記変速する際の変速比を無段階に変更可能である無段変速機とを備え、
前記慣性質量体は、伝達された回転動力を慣性エネルギとして蓄積可能であることを特徴とする、
車両用振動低減装置。 A power transmission device capable of transmitting rotational power from a driving source for traveling to a driving wheel of a vehicle is provided in parallel with a power transmission path from the traveling driving source to the driving wheel, and the rotational shaft of the power transmission device An inertial mass coupled to the power transmission to
Provided in a power transmission path between the rotary shaft and the inertial mass body, the rotational power from the rotary shaft can be shifted and transmitted to the inertial mass body, and there is no gear ratio when shifting. With a continuously variable transmission that can be changed in stages,
The inertial mass body is capable of storing the transmitted rotational power as inertial energy,
Vehicle vibration reduction device. - 前記無段変速機を制御する第1制御装置を備え、
前記無段変速機は、前記変速比が変更されることで前記慣性質量体の回転を調節して当該慣性質量体の慣性質量を可変とし、
前記第1制御装置は、前記無段変速機を制御することで、前記慣性エネルギの蓄積、又は、前記慣性エネルギの放出を行う、
請求項1に記載の車両用振動低減装置。 A first control device for controlling the continuously variable transmission;
The continuously variable transmission adjusts the rotation of the inertial mass body by changing the gear ratio, thereby changing the inertial mass of the inertial mass body,
The first control device controls the continuously variable transmission to store the inertia energy or release the inertia energy.
The vehicle vibration reduction device according to claim 1. - 前記無段変速機の入力部材に設けられる回転電機と、
前記無段変速機の出力部材に前記慣性質量体と動力伝達可能に設けられ、前記慣性質量体から伝達される動力によって作動流体を加圧可能であるポンプとを備える、
請求項1又は請求項2に記載の車両用振動低減装置。 A rotating electric machine provided on an input member of the continuously variable transmission;
A pump that is provided on the output member of the continuously variable transmission so as to be able to transmit power to the inertial mass body and that can pressurize the working fluid by the power transmitted from the inertial mass body;
The vehicle vibration reduction device according to claim 1 or 2. - 前記無段変速機と前記回転電機とを動力伝達可能に係合した状態と前記係合を解除した状態とに切り替え可能である回転電機係合装置と、
前記慣性質量体と前記ポンプとを動力伝達可能に係合した状態と前記係合を解除した状態とに切り替え可能であるポンプ係合装置とを備える、
請求項3に記載の車両用振動低減装置。 A rotating electrical machine engaging device capable of switching between a state in which the continuously variable transmission and the rotating electrical machine are engaged so that power can be transmitted and a state in which the engagement is released;
A pump engagement device capable of switching between a state in which the inertial mass body and the pump are engaged so as to transmit power and a state in which the engagement is released;
The vehicle vibration reduction device according to claim 3. - 前記車両の状態に応じて、前記慣性質量体に蓄積された前記慣性エネルギを、前記車両の運動エネルギ、前記回転電機の電気エネルギ、又は、前記ポンプの圧力エネルギに変換する制御を実行可能である第2制御装置を備える、
請求項3又は請求項4に記載の車両用振動低減装置。 Control can be performed to convert the inertial energy accumulated in the inertial mass body into kinetic energy of the vehicle, electrical energy of the rotating electrical machine, or pressure energy of the pump according to the state of the vehicle. A second control device;
The vehicle vibration reducing device according to claim 3 or 4. - 前記車両の減速時に前記無段変速機の変速比を減少し前記慣性質量体の回転速度を上昇させて当該慣性質量体に前記慣性エネルギを蓄積し、前記車両の加速時に前記走行用駆動源により動力を発生させると共に、前記無段変速機の変速比を増加し前記慣性質量体の回転速度を低下させ前記慣性質量体に蓄積した慣性エネルギを放出し前記回転電機により回生を行う制御を実行可能である第3制御装置を備える、
請求項3乃至請求項5のいずれか1項に記載の車両用振動低減装置。 When the vehicle decelerates, the gear ratio of the continuously variable transmission is decreased to increase the rotational speed of the inertial mass body, and the inertial energy is accumulated in the inertial mass body. Control can be performed to generate power, to increase the gear ratio of the continuously variable transmission, to reduce the rotational speed of the inertial mass body, to release the inertial energy accumulated in the inertial mass body, and to regenerate by the rotating electrical machine A third control device comprising:
The vehicle vibration reducing device according to any one of claims 3 to 5. - 前記回転軸は、前記走行用駆動源から前記駆動輪に伝達される回転動力を変速する主変速機の入力軸であり、
前記ポンプは、前記入力軸と前記慣性質量体とに動力伝達可能に設けられ、前記入力軸と前記慣性質量体との差動回転に応じて作動する、
請求項3乃至請求項6のいずれか1項に記載の車両用振動低減装置。 The rotating shaft is an input shaft of a main transmission that shifts rotational power transmitted from the driving source for traveling to the driving wheel,
The pump is provided so as to be able to transmit power to the input shaft and the inertia mass body, and operates according to a differential rotation between the input shaft and the inertia mass body.
The vehicle vibration reduction device according to any one of claims 3 to 6. - 前記回転軸と前記慣性質量体とを連結する弾性体を備える、
請求項1乃至請求項7のいずれか1項に記載の車両用振動低減装置。 An elastic body that connects the rotating shaft and the inertial mass body;
The vehicle vibration reduction device according to any one of claims 1 to 7. - 前記回転軸と前記無段変速機とを動力伝達可能に係合した状態と前記係合を解除した状態とに切り替え可能である低減装置係合装置を備える、
請求項1乃至請求項8のいずれか1項に記載の車両用振動低減装置。 A reduction device engagement device capable of switching between a state in which the rotating shaft and the continuously variable transmission are engaged so as to transmit power and a state in which the engagement is released;
The vehicular vibration reduction device according to any one of claims 1 to 8.
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