JP2005121177A - Clatter sound reducing unit of gear transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clatter sound reducing unit for a gear transmission capable of reducing the clatter sound at the time of high lubricant temperature of the gear transmission while controlling the fuel consumption deterioration. <P>SOLUTION: In an auxiliary machine 50, 60 that is driven by an engine E and the loading amount to the engine E is to be variable and a clatter sound reduction unit with the gear transmission TM that the output of the above engine E is input through a clutch 23 that can switch on and off, it has the parameter detection means for temperature that detects the parameter for the lubricant temperature of the above gear transmission TM and the loading amount reduction unit to reduce the loading amount of the above auxiliary machine 50, 60 when the lubricant temperature detected by the above parameter detection means for temperature becomes higher than the fixed temperature that the lubricant viscosity becomes nearly to the minimum at the time of engine idling. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a rattling noise reduction device for a gear transmission, and more particularly to a rattling noise reduction device for a gear transmission capable of reducing vibration during idling.

  In general, a manual transmission includes an input shaft coupled to an engine via a clutch, an output shaft that is coaxially arranged with the input shaft and is rotatable independently of the input shaft, and an input shaft and an output shaft. And a countershaft arranged in parallel with each other, and the rotation of the input shaft is transmitted to the output shaft via the countershaft. A pair of gears are arranged on the input shaft and the counter shaft, and the rotation of the input shaft is transmitted to the counter shaft through the pair of gears. In addition, the counter shaft and the output shaft are arranged with a plurality of gear pairs set to a gear ratio of a plurality of stages from a low speed stage to a high speed stage, and the counter shaft is connected via one of these gear pairs. Is transmitted to the output shaft.

By the way, in the manual transmission, in order to smoothly perform the shifting operation, the rotational speed of the clutch hub that rotates integrally with the output shaft, and the output gear that is loosely fitted to the output shaft and meshes with the input gear fixed to the counter shaft. A synchronization device is provided that synchronizes the rotational speed with the speed change.
However, in the transmission equipped with the above-described synchronization device, the output gear is always meshed with the input gear and rotated during engine operation. In a situation where the torque increases, a relative rotational phase displacement occurs between the input gear and the output gear, which causes the input gear and the output gear to collide with each other, and a rattling noise is generated from the meshing portion. There is.
Therefore, in Patent Document 1 below, a friction damper that applies frictional force to the output gear is provided, the frictional force of the friction damper prevents the relative phase fluctuation between the output gear and the input gear, and the ratchet. It is disclosed to suppress the generation of sound.
However, according to Patent Document 1, since the friction damper always gives resistance to the output gear, resulting in deterioration of fuel consumption and an increase in change operation force, there is a demand to reduce or eliminate the number of friction dampers as much as possible.

It is also well known that the idling speed is increased as another countermeasure against rattling noise. This is to increase the engine speed and reduce the angular speed fluctuation of the engine, thereby suppressing the torque fluctuation input to the input shaft and suppressing the above-described phase fluctuation.
According to such measures, it is possible to suppress deterioration in fuel consumption due to the resistance of the friction damper during non-idle time as compared to Patent Document 1.
However, since the idling engine speed is increased during idling, it is inevitable that fuel consumption will deteriorate due to the increased speed, and there is a demand to reduce or eliminate the increased idling engine speed as much as possible.
JP-A-6-288461

By the way, as a result of diligent research by the present inventors, it has been clarified that the above-mentioned rattling noise becomes prominent when the temperature of the lubricating oil in the manual transmission is high.
That is, when the temperature of the lubricating oil in the manual transmission increases, the viscosity of the lubricating oil decreases, so that the rotational phase displacement buffer effect by the lubricating oil decreases and the above-described phase fluctuation increases.
In order to reduce the rattling noise in such a situation, it is possible to increase the number of friction dampers or further increase the idle rotation speed, but both of them cause further deterioration in fuel consumption. There is.

  The present invention has been made in consideration of the above-described problems, and an object of the present invention is to reduce gear rattling noise when the temperature of lubricating oil in a gear transmission is high while suppressing deterioration in fuel consumption. An object of the present invention is to provide a rattle noise reduction device for a transmission.

In order to achieve the above object, the present invention provides the following solution as a solution. That is, in the first configuration of the present invention, an auxiliary machine driven by the engine and having a variable load on the engine;
In a gear-type transmission gear rattling noise reduction device comprising a gear-type transmission that is input via a clutch capable of connecting and disconnecting the output of the engine,
Temperature-related parameter detection means for detecting a parameter related to the temperature of the lubricating oil of the gear-type transmission;
When the engine is idling, when the temperature-related parameter detected by the temperature-related parameter detection stage becomes equal to or higher than a predetermined temperature at which the viscosity of the lubricating oil is substantially near the minimum, the load amount reduction that reduces the load amount of the auxiliary machine Means.
According to the first configuration of the present invention, at the time of engine idling, when the temperature of the lubricating oil of the gear transmission becomes equal to or higher than a predetermined temperature at which the viscosity of the lubricating oil is substantially near the minimum, the load amount of the auxiliary machine is Therefore, the engine angular speed fluctuation input to the input shaft of the gear-type transmission can be reduced, and the phase fluctuation between the input gear and the output gear can be suppressed. Therefore, an increase in the number of friction dampers can be suppressed, or an increase in the idling speed can be suppressed, and the rattling noise can be reduced while suppressing deterioration in fuel consumption.

In the second configuration of the present invention, when the load amount of the auxiliary machine becomes equal to or greater than a predetermined value corresponding to the rotational fluctuation of the engine at which the rattling noise starts to be generated from the gear-type transmission. The load of the auxiliary machine is reduced.
Here, if the load of the auxiliary machine is unnecessarily reduced, there is a risk of causing harmful effects. For example, if the auxiliary machine is a variable compressor for air conditioning, the air conditioning performance may be degraded, or if the auxiliary machine is an alternator, the charge / discharge balance may be lost and the battery may run out.
By the way, according to the study by the present inventors, even when the temperature of the lubricating oil in the gear transmission is high, the above-described changes in engine rotation until the rotational fluctuation of the engine becomes a predetermined value or more due to an increase in the load on the auxiliary machine. It became clear that no rattling noise was generated.
According to the second configuration of the present invention, when the load amount of the auxiliary machine becomes equal to or greater than a predetermined value corresponding to the rotational fluctuation of the engine that starts generating rattling noise from the gear transmission, the auxiliary machine is Therefore, the load reduction can be kept to the minimum necessary, and the rattling noise can be reduced while minimizing the harmful effects caused by the load reduction of the auxiliary machine.

In the third configuration of the present invention, when the load amount of the auxiliary machine is equal to or greater than the predetermined value, the load reducing means is configured to adjust the load amount according to a deviation between the load amount of the auxiliary machine and the predetermined value. The reduction amount is set.
According to the second configuration of the present invention, when the load amount of the auxiliary machine becomes equal to or greater than the predetermined value, the load quantity of the auxiliary machine is reduced, but the reduction amount is reduced when the load quantity of the auxiliary machine is large. If the reduction amount is set to a uniformly large amount, unnecessary (excessive) load reduction is performed when the load amount of the auxiliary machine is small, which may cause the above-described adverse effects.
According to the third configuration of the present invention, since the load reduction amount is set according to the deviation between the load amount of the auxiliary machine and the predetermined value, the load quantity of the auxiliary machine is reduced to the predetermined value. The necessary minimum reduction amount can be set, and the rattling noise can be reduced while minimizing the harmful effects caused by the load reduction of the auxiliary machine.

In the fourth configuration of the present invention, the load reducing means is configured to reduce the reduction amount of the load amount when the idle speed is high compared to when it is low.
Here, the rattling noise during idling is large when the idling speed is low, and is small when the idling speed is high.
According to the fourth configuration of the present invention, when the load reduction amount of the auxiliary machine is high, the reduction amount of the load amount is reduced compared to the low time when the idle rotation speed is high. The reduction amount of the load amount is reduced, and the rattling noise can be reduced while suppressing the adverse effects caused by reducing the load amount of the auxiliary machine.

In the fifth configuration of the present invention, the temperature-related parameter detecting means includes a history storage means for storing a history of the running state of the vehicle, and a gear type based on the history of the running state of the vehicle stored in the history storage means. Temperature estimation means for estimating the temperature of the lubricating oil of the transmission.
Here, normally, gear-type transmissions are often not provided with a temperature sensor that detects the temperature of the lubricating oil, and providing a new temperature sensor to detect the temperature of the lubricating oil increases the cost. Connected and undesirable.
According to the fifth configuration of the present invention, since the temperature of the lubricating oil of the gear type transmission is estimated based on the history of the running state of the vehicle, the gear type transmission of the gear type transmission can be performed without newly adding a temperature sensor. The temperature of the lubricating oil can be estimated.

In the sixth configuration of the present invention, the temperature-related parameter detection means includes engine water temperature detection means for detecting engine water temperature, and lubricating oil for the gear-type transmission based on the engine water temperature detected by the engine water temperature detection means. Temperature estimation means for estimating the temperature of
According to the sixth configuration of the present invention, since the temperature of the lubricating oil of the gear transmission is estimated based on the engine water temperature, the temperature of the lubricating oil of the gear transmission is not added without newly adding a temperature sensor. Can be estimated.

In a seventh configuration of the present invention, the load amount reducing means is configured to reduce the load amount when the gear transmission is in a neutral state and the clutch is in an engaged state.
According to the seventh configuration of the present invention, since the load amount of the auxiliary machine is reduced only in the neutral state in which the rattling noise is generated, the rattling noise is suppressed while suppressing the load reduction of the auxiliary machine to the necessary minimum. Can be reduced.

In the eighth configuration of the present invention, the auxiliary machine includes at least one of a variable compressor for air conditioning and an alternator.
According to the eighth configuration of the present invention, rattling noise can be reduced by reducing the load amount of either the air-conditioning variable compressor or the alternator.

  ADVANTAGE OF THE INVENTION According to this invention, the rattling noise when the temperature of the lubricating oil of a gear type transmission is high can be reduced, suppressing a fuel consumption deterioration.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is an overall configuration diagram relating to the present embodiment, where E is an engine, TM is a gear-type manual transmission, 50 and 60 are an alternator driven by the engine E, and a variable compressor for air conditioning.
The engine E is, for example, an in-line four-cylinder engine, and is installed vertically in an FR type automobile.
The manual transmission TM has, for example, six forward speeds and one reverse speed, and the output from the engine E can be input via the clutch 23.
The power generation amount of the alternator 50 is controlled by the engine control control unit 70. Further, the engine control control unit 70 controls a bypass air amount control valve (not shown in FIG. 1, refer to FIG. 4) disposed in the intake passage of the engine to control the idle speed to the target speed. It is configured to
The air conditioning variable compressor 60 is, for example, a swash plate type variable displacement compressor, and constitutes an air conditioning unit together with a condenser 61, an evaporator 62, a liquid tank 63, and an expansion valve 64. In the air conditioning variable compressor 60, the electromagnetic clutch 65 is ON / OFF controlled by the air conditioning control unit 80 to be switched between a driving state and a non-driving state, and the outlet temperature from the outlet (not shown) becomes the target outlet temperature. The swash plate 66 angle is changed so as to match, and the compressor capacity is changed.
Reference numeral 73 denotes an engine water temperature sensor for detecting the coolant temperature of the engine E, and the detection output is input to the engine control control unit 70 and the air conditioning control unit 80, respectively.

(Manual transmission)
FIG. 2 is a longitudinal sectional view schematically showing the overall configuration of the manual transmission 2, and FIG. 3 is a skeleton diagram of the manual transmission 2.
In the manual transmission TM in FIG. 2, the input shaft Si and the output shaft So are arranged on the same axis line in the transmission case 10, and a counter is provided on the lower side thereof in parallel with both the shafts Si and So. A shaft Sc is provided.
In addition, a plurality of transmission gear trains 1 to 6 that correspond to each gear stage and mesh with each other are arranged.

In the manual transmission TM, the driven gear 40 of the reduction gear train 4 capable of transmitting the rotation of the counter shaft Sc to the output shaft So and the drive gear 4c are integrally rotated with each shaft between the counter shaft Sc and the output shaft So. The reduction gear train 4 is arranged at the output side end (rear end side, right end in FIG. 2) of the counter shaft Sc. Has been.
The manual transmission TM has six forward speeds and one reverse speed, and the fourth forward speed directly connects the input shaft Si and the output shaft So to directly transmit power. It constitutes a stage.

The input shaft Si in the manual transmission TM has an input side end portion (front end portion, left end portion in FIG. 2) connected to an engine output shaft (not shown) via a clutch (not shown). The side end portion (rear end portion, right end portion in FIG. 2) is pivotally supported in a recess formed in the input side end portion (front end portion, right side in FIG. 2) of the output shaft So.
Further, the output side end (rear end side, right side in FIG. 2) of the output shaft So is finally connected to a propeller shaft (not shown) that transmits driving force to the rear wheel side.
The transmission case 10 and the clutch case 20 are provided with a plurality of support portions 11, 12, and 21 projecting inward from the inner walls of the case 10 and the clutch case 20. The vehicle front side bearing portion 13 and the vehicle rear side bearing portion 14 that support both ends of the input shaft Si, the bearing portion 15 that supports the front side of the output shaft So, and the vehicle front side bearing portion that supports both ends of the counter shaft Sc. 16 and the vehicle rear side bearing part 17 are each arrange | positioned.

As described above, the manual transmission TM has six forward speeds and one reverse speed, and seven sets of transmission gear trains 1 to 7 are provided corresponding to the respective speeds. .
In the present embodiment, these seven sets of transmission gear trains 1 to 7 are sequentially moved from the front end side (left side in FIG. 2) to the rear end side of the input shaft Si, and the reverse transmission gear train 7 and the fifth gear train. A fifth gear train 6, a first gear train 1, a second gear train 2, a third gear train 3, and a fourth gear train (reduction gear train) 4 are arranged.
In addition, a cover member 22 having a U-shaped cross section is disposed on the vehicle front side of the reverse transmission gear train 7, and the cover member 22 is fixed to the support portion 21 of the clutch case 20. The transmission gear train 7 is configured to be covered.

For each of the transmission gear trains 1 to 7, among the driven gears 1c to 7c provided on the counter shaft Sc, the driven gears 1c, 2c, and 7c for the first speed, the second speed, and the reverse gear are counters. The planetary gears are rotatable relative to the shaft Sc, and the driven gears 3c to 6c for the third speed to the sixth speed are formed as fixed gears that rotate integrally with the counter shaft Sc.
Of the drive gears 1i to 3i, 5i to 7i, and 4o provided on the input shaft Si and the output shaft So, the drive gears 1i, 2i, 4o, and 7i for the first speed, the second speed, and the reverse are The drive gears 3i, 5i, and 6i for the third speed, the fifth speed, and the sixth speed are formed relative to the input shaft Si. It is formed as a rotatable planetary gear.
As is well known, the reverse gear train 7 is engaged with the driven gear 7c and the drive gear 7i via an idle gear (not shown). The driven gear 7c rotates in the direction opposite to that of the forward gear.

As for the fourth speed gear (deceleration gear) 4, the driven gear 4 c is formed as a fixed gear that rotates integrally with the counter shaft Sc at the output side end of the counter shaft Sc, while the drive gear 4 o is the output shaft. It is formed as a fixed gear that rotates integrally with the output shaft So at the input shaft side end of So.
The fourth gear driven gear 4c and the drive gear 4o constitute a reduction gear train that decelerates at a constant gear ratio.
That is, the gears 4c, 4o of the reduction gear train 4 capable of decelerating and transmitting the rotation of the counter shaft Sc to the output shaft So rotate together with the respective shafts between the counter shaft Sc and the output shaft So. By arranging the reduction gear train 4 in this way, the above-described output reduction gear type gear transmission TM is configured.

Further, for each of the planetary gears 1c, 2c, 3i, 5i, 6i, and 7c, a synchronizing device that switches the gear stage by connecting the planetary gears so as to rotate integrally with the input shaft Si or the counter shaft Sc. 30 to 33 are arranged.
The synchronizing device 30 is a synchronizing device for the reverse gear train 7 and is disposed on the counter shaft Sc on the shaft end side with respect to the reverse driven gear 7c.
The synchronization device 31 is a 5-6 speed switching synchronization device for switching between the 5th speed and the 6th speed, on the input shaft Si between the 5th speed drive gear 5i and the 6th speed drive gear 6i. Has been placed.
The synchronizer 32 is a synchronizer for switching between 1st speed and 2nd speed, for 1-2 speed switching, and is on the counter shaft Sc between the 1st speed driven gear 1c and the 2nd speed driven gear 2c. Has been placed.
The synchronizer 33 is a synchronizer for direct coupling (fourth speed) switching that directly transmits power from the input shaft Si to the output shaft So, and is disposed on the input shaft Si.
The synchronization device 33 is well known in the art and will not be described here.

In the above configuration, when one of the gears other than the fourth gear is selected by the gear shift operation of the shift lever 8, the planetary gear of the gear train is rotated integrally with any shaft by the synchronizing device. The counter shaft Sc is driven by rotating in a state where the planetary gear and the fixed gear mesh with each other. The rotation of the counter shaft Sc is transmitted to the output shaft So while being decelerated by the reduction gear train 4.
On the other hand, when the fourth speed is selected by the shift speed switching device of the shift lever 8, the input shaft Si and the output shaft So are directly connected by the synchronizing device 33.

(Alternator control, idle speed control)
FIG. 4 shows an overall configuration diagram regarding an alternator and idle speed control, and 50 is an alternator composed of an AC generator and connected to the output shaft of the engine E. A stator coil 50a, nine rectifying diodes D1 to D9, and a field coil 50b are provided.
70 is an engine control control unit that adjusts the power generation current generated by the alternator 50, 51 is a battery that is charged from the alternator 50 via the power supply harness 52, and 53 is connected to the vehicle-mounted battery 51 via the vehicle ignition key 54. In-vehicle electrical loads such as power windows and rear heat wires.
Inside the engine control control unit 70, there are provided a control transistor Tr1 for duty control of energization control to the field coil 50b of the alternator 50, and a controller 70a having a CPU therein.
The internal power generation voltage signal is input to the A / D terminal 70b of the controller 70a through the rectifier diodes D7 to D9 of the alternator 50, and the terminal voltage Vs of the in-vehicle battery 51 is input to the other A / D terminal 70c. The voltage of the in-vehicle battery 51 is detected by the input of the in-vehicle battery 51 terminal voltage Vs to the A / D terminal 70c.
Further, an intake air temperature signal of an intake air temperature sensor 71 that detects the intake air temperature of the engine is input to the other A / D terminal 70d.
The PWM terminal 70e is connected to the base of the control transistor Tr1, the PO terminal 70f is connected to the base of the transistor Tr2 for controlling the lighting of the warning lamp 72, and the PWM terminal 70g is bypassed to bypass the throttle valve 90. The base of a control transistor Tr3 that controls the duty of the bypass air amount control valve 93 for idle control disposed at 91 is connected.

Next, specific control by the engine control control unit 70 relating to alternator control will be described with reference to the flowchart of FIG.
In step S1 of FIG. 5, various signals such as the intake air temperature detected by the intake air temperature sensor 71, the battery voltage Vs, and the engine speed are read.
In step S2, the temperature of the battery electrolyte is estimated based on the intake air temperature, and the target voltage Vreg is set based on the temperature.
In step S3, a deviation ΔV between the target voltage Vreg set in step S2 and the detected battery voltage Vs is calculated. In step S4, after setting the target generated current ia based on the calculated deviation ΔV, In subsequent step S5, the target generated current ia calculated in step S4 is converted into a duty signal fduty.
In step S6, the maximum generated current iamax of the generated current ia is read.
In step S7, it is determined whether the duty signal fduty set in step S5 is larger than the maximum generated current iamax set in step S6.
When YES is determined in the step S7, the process proceeds to a step S8 so as to guard the duty signal fduty set in the step S5 with the maximum generated current iamax set in the step S6. That is, the duty signal fduty set in step S4 is replaced with the maximum generated current iamax set in step S6.
Moreover, when it determines with NO by step S7, the process of step S8 is bypassed.
In step S9, either the duty signal fduty set in step S5 or the maximum generated current iamax guarded in step S8 is output to the control transistor Tr1.

Next, specific control by the engine control control unit 10 relating to idle speed control will be described based on the flowchart of FIG.
In step S10 of FIG. 6, various signals such as the engine water temperature detected by the engine water temperature sensor 73, the external load state of the alternator 50 and the variable compressor 60 for air conditioning, and the engine speed are read.
In the subsequent step S11, the target rotational speed no is calculated. For example, the target rotational speed no is set to be higher as the engine water temperature is lower and higher as the external load is larger.
Here, the target rotational speed no is set to a target rotational speed aimed at reducing the rattling noise of the manual transmission TM in addition to the corresponding increase in load when the alternator 50 and the air conditioning variable compressor 60 are operated.
In step S12, the basic control amount ecb is set according to the target rotational speed no set in step S11. That is, the higher the target rotational speed no, the larger the basic control amount cefb for achieving the target rotational speed. .
In step S13, it is determined whether or not the engine is in an idle state. For example, an idle switch (not shown) is on (throttle valve is fully closed) and the engine speed ne is lower than the idle determination speed (for example, a speed range lower than the target speed no + α rotation). It is determined that the idle state is present.
When YES is determined in the step S13, the process proceeds to a step S14, and it is determined whether or not the engine speed ne is lower than the target speed no.
When YES is determined in step S14, the engine speed ne is lower than the target speed no, so the process proceeds to step S15, and the predetermined value TICFB is added to the previous feedback correction amount cefb (i-1). Is set as the feedback correction amount cefb (i).
When NO is determined in step S14, the engine speed ne is higher than the target speed no, so the process proceeds to step S16, and the predetermined value TICFB is subtracted from the previous feedback correction amount cefb (i-1). Is set as the current feedback correction amount cefb (i).
When NO is determined in step S13, the operation is in an operation state other than idling, so that it is not necessary to set the feedback correction amount cefb, and thus the processing in steps S14 to S16 is bypassed.
In step S17, the load correction amount cel is set according to the external type detected by the external load sensor 18. For example, when the air conditioning variable compressor 60 is in operation, the load correction amount cel is an air conditioner correction amount and electric load that are set larger as the load amount (for example, compressor pressure) of the air conditioning variable compressor 60 is larger. When activated, the electric load amount (the amount of duty signal for the transistor Tr1 corresponding to the amount of current flowing through the field coil 50b of the alternator 50) is set to be larger as the electric load correction amount is set. The
In step S18, the basic control amount ceb set in step S12, the feedback correction amount cefb set in step S15 or step S16, the load correction amount cel set in step S17, and other various corrections (atmospheric pressure correction, intake air intake) The final control amount ceo is set based on temperature correction, learning correction, and the like.
In step S19, the final control amount ceo set in step S18 is converted into a duty signal Iduty. In step S20, the control transistor Tr3 is duty-controlled based on the duty signal Iduty, and the amount of air passing through the bypass air amount control valve 93. To control.

(Variable compressor control for air conditioning)
Next, specific control by the air conditioning control unit 80 relating to air conditioning variable compressor control will be described with reference to the flowchart of FIG.
Here, when the temperature of the lubricating oil of the manual transmission TM during idling is equal to or higher than a predetermined temperature (for example, 80 ° C.) and the variable compressor 60 for air conditioning is in the maximum load state, the load amount of the alternator 50 increases. When the sum of the load amount of the air-conditioning variable compressor 60 and the load amount of the alternator 50 is not less than the rattling noise generation limit, that is, not less than a predetermined value α corresponding to the engine rotation fluctuation at which the rattling noise generation starts. An example will be shown in which the load amount of the air conditioning variable compressor 60 is reduced by the load amount exceeding the predetermined value α.
In step S21 of FIG. 7, the state of the operation switch of the air conditioning variable compressor 60 (not shown), the air temperature outside the passenger compartment (outside air temperature), the air temperature inside the passenger compartment (inside air temperature), the amount of solar radiation, etc. are not shown. Various detection signals detected by various sensors are read.
In subsequent step 22, it is determined whether or not the operation switch of the air-conditioning variable compressor 60 is ON.
When it determines with YES by step S22, it progresses to step S23 and makes the electromagnetic clutch 65 into an ON state (driving state).
In step S24, the target blowing temperature is set based on the outside air temperature, the inside air temperature, the amount of solar radiation, etc. read in step S21.
In step S25, a basic control amount for controlling the swash plate 66 of the air conditioning variable compressor 60 is calculated based on the deviation between the target blowing temperature and the actually measured blowing temperature.
In subsequent step S26, it is determined whether or not the engine is in an idle state. Here, the idle state means that an idle speed range (for example, target speed no + α rotation) in which an idle switch (not shown) is on (throttle valve is fully closed) and the engine speed ne is lower than the idle determination speed. Is in a low rotation region), and the idle rotation speed is feedback-controlled to a target rotation speed near 850 rpm, for example.
When YES is determined in the step S26, the process proceeds to a step S27 so as to determine whether or not the shift lever 8 of the manual transmission TM is in the neutral position by a shift position detection sensor (not shown).
When YES is determined in the step S27, the process proceeds to a step S28 so as to determine whether or not the clutch 23 is in a connected state by a clutch sensor (not shown).
When YES is determined in the step S28, the process proceeds to a step S29 so as to read the engine water temperature detected by the engine water temperature sensor 73.
In subsequent step S30, the temperature of the lubricating oil of the manual transmission TM is estimated based on a map in which the temperature of the lubricating oil of the manual transmission TM with respect to the engine water temperature is obtained in advance through experiments or the like.
In step S31, as shown in FIG. 8, the temperature of the lubricating oil estimated in step S30 is a predetermined temperature (for example, 80 ° C.) at which the viscosity of the lubricating oil is near the minimum value and the rotational fluctuation is substantially minimum. It is determined whether or not. Here, the engine water temperature corresponding to a predetermined temperature (for example, 80 ° C.) at which the viscosity of the lubricating oil is approximately in the vicinity of the minimum value is about 60 ° C., and the air conditioning load reduction start water temperature (for example, as a countermeasure against engine overheating) , 100 ° C.).
When YES is determined in the step S31, the process proceeds to a step S32, the load amount of the alternator 50 is increased, and the sum of the load amount of the air conditioning variable compressor 60 and the load amount of the alternator 50 is as shown in FIG. Then, it is determined whether or not a predetermined value α corresponding to the rotational fluctuation of the engine at which the rattling noise starts to be generated is reached.
When YES is determined in the step S32, the process proceeds to a step S33 so as to set a first reduction correction amount according to a deviation between the predetermined value α and the total load amount.
In subsequent step S34, a second reduction correction amount corresponding to the idle speed is set. That is, as shown in FIG. 10, when the idling speed is high, the rotational fluctuation becomes smaller than when the idling speed is low, and it is difficult to generate rattling noise. Therefore, the amount of load reduction is reduced.
In step S35, the final control amount is calculated based on the basic control amount set in step S25 and the first and second reduction correction amounts set in steps S33 and S34.
In step S36, the swash plate 66 of the air conditioning variable compressor 60 is controlled based on the final control amount set in step S35, and the compressor capacity is adjusted.
Further, when it is determined NO in any of steps S26, S27, S28, S31, and S32, the process proceeds to step S37, and both the first and second reduction correction amounts are set to zero.
When NO is determined in step S22, the process proceeds to step S38, the electromagnetic clutch 65 is turned off (non-driven state), and the process returns.

Therefore, according to this embodiment, when the temperature of the lubricating oil of the manual transmission TM becomes equal to or higher than a predetermined temperature at which the viscosity of the lubricating oil is approximately near the minimum when the engine is idling, the load amount of the air conditioning variable compressor 60 is increased. Therefore, fluctuations in the rotation of the engine input to the input shaft Si of the manual transmission TM can be reduced, and phase fluctuations between the input gear and the output gear can be suppressed. Therefore, an increase in the number of friction dampers can be suppressed, or an increase in the idling speed can be suppressed, and the rattling noise can be reduced while suppressing deterioration in fuel consumption.
Further, when the sum of the load amount of the air conditioning variable compressor 60 and the load amount of the alternator 50 becomes equal to or greater than a predetermined value α corresponding to the rotational fluctuation of the engine at which the rattling noise starts from the manual transmission TM, the air conditioning Since the load amount of the variable compressor 60 is reduced, the load can be reduced to the minimum necessary, and the deterioration of the air conditioning performance accompanying the reduction of the load of the variable compressor 60 for air conditioning can be suppressed to the minimum. The hitting sound can be reduced.
Further, since the amount of reduction of the load amount of the air conditioning variable compressor 60 is set according to the deviation between the sum of the load amount of the air conditioning variable compressor 60 and the load amount of the alternator 50 and the predetermined value α, the air conditioning variable compressor The amount of load of 60 can be set to the minimum necessary amount to reduce to the predetermined value α, and the rattling noise is suppressed while minimizing the deterioration of the air conditioning performance due to the load reduction of the variable compressor 60 for air conditioning. Can be reduced.
Also, when the load reduction amount of the air conditioning variable compressor 60 is high, the load reduction amount is reduced compared to when the idling speed is low. Therefore, when the influence of rattling noise is small, the load reduction is reduced. The amount of noise is reduced, and rattling noise can be reduced while suppressing a decrease in air conditioning performance due to a reduction in the load amount of the air conditioning variable compressor 60.
Moreover, since the temperature of the lubricating oil of the manual transmission TM is estimated based on the engine water temperature, the temperature of the lubricating oil of the manual transmission TM can be estimated without adding a new temperature sensor.
Further, since the load amount of the air conditioning variable compressor 60 is reduced only in the neutral state where the rattling noise is generated, the rattling noise is reduced while suppressing the load reduction of the air conditioning variable compressor 60 to the necessary minimum. be able to.

(Other embodiment regarding variable compressor for air conditioning)
In the present embodiment, an example in which the temperature of the lubricating oil of the manual transmission TM is estimated based on the traveling history of the vehicle is shown.
Specifically, whether the running state within a predetermined time (for example, 10 minutes) before the vehicle stops is a running state in which the lubricating oil temperature of the manual transmission TM is equal to or higher than the predetermined temperature of 80 ° C. when the vehicle stops thereafter. Judge whether or not. As a result of the determination, when it is determined that the temperature of the lubricating oil of the manual transmission TM is in a traveling state where the predetermined temperature is 80 ° C. or higher, the lubricating oil of the manual transmission TM is maintained for a predetermined period (for example, 5 minutes) after the vehicle stops. Is considered to be in a high temperature state of the predetermined temperature of 80 ° C. or higher.
In addition, the specific judgment of the driving | running | working state in which the temperature of the lubricating oil of manual transmission TM becomes more than the said predetermined temperature of 80 degreeC was continuously driving | running | working for 2 minutes or more before the vehicle stop, for example before the vehicle speed is 60 km / h or more In this case, or when the travel distance from the start of engine start is greater than or equal to a predetermined distance, it can be determined that the temperature is high.
Hereinafter, description will be made based on the flowchart shown in FIG.

FIG. 11 is a flowchart showing a process in which only the estimation of the lubricating oil temperature of the manual transmission TM in the processes of steps S28 and S29 of FIG. 7 is replaced with the above-described example of the present embodiment.
In step S40 of FIG. 11, it is determined whether or not the traveling state stored within a predetermined time (for example, 10 minutes) immediately before shifting to the idling includes a traveling state that continues for 2 minutes at a vehicle speed of 60 km / h or higher. To do.
When it is determined YES in step S40, that is, when it can be considered that the temperature of the lubricating oil of the manual transmission TM is equal to or higher than the predetermined temperature of 80 ° C., the process proceeds to step S41.
When NO is determined in step S40, the process proceeds to step S42, and the travel distance from the start of engine start is stored in the travel state stored within a predetermined time (for example, 10 minutes) immediately before shifting to the idle state. It is determined whether or not a state exceeding the value is included.
When it is determined YES in step S42, that is, when the temperature of the lubricating oil of the manual transmission TM can be considered to be equal to or higher than the predetermined temperature 80 ° C., the process proceeds to step S41 as in the case where YES is determined in step S40.
In step S41, it is determined whether the timer T is set. This timer T is a timer for setting the temperature of the lubricating oil to be equal to or higher than the predetermined temperature of 80 ° C., for example, 5 minutes when the temperature of the lubricating oil can be regarded as being equal to or higher than the predetermined temperature of 80 ° C.
Immediately after the first idling, the timer T has not yet been set. Therefore, the determination at step S41 is NO, so the routine proceeds to step S43, where the timer T is set.
Further, once the timer T is set, since it is determined as NO in step S41, the process proceeds to step S44 and the timer T is subtracted.
In step S45, it is determined whether the timer T is 0 or more.
When YES is determined in step S45, that is, the time of the timer T has not elapsed, and the temperature of the lubricating oil in the manual transmission TM can be regarded as the predetermined temperature of 80 ° C. or higher. Then, the temperature of the lubricating oil is set to a value equal to or higher than the predetermined temperature of 80 ° C.
Further, when NO is determined in step S45, that is, the time of the timer T has elapsed and the temperature of the lubricating oil in the manual transmission TM can be considered to be lower than the predetermined temperature 80 ° C., the process proceeds to step S47. The temperature of the lubricating oil is set to a value lower than the predetermined temperature of 80 ° C.
If NO is determined in step S42, the condition that the temperature of the lubricating oil in the manual transmission TM is not less than the predetermined temperature 80 ° C. has not been established. Is set to a value lower than the predetermined temperature of 80 ° C.

  Therefore, according to this embodiment, since the temperature of the lubricating oil of the manual transmission TM can be estimated based on the history of the running state before idling, the manual transmission TM can be added without adding a new temperature sensor. The temperature of the lubricating oil can be estimated.

  The temperature of the lubricating oil in the manual transmission TM is estimated based on the intake air temperature detected by the intake air temperature sensor 71 disposed in the intake passage of the engine E, or the engine water temperature and the intake air temperature. It may be estimated based on both temperatures.

  In the present embodiment, an example of reducing the load amount of the air conditioning variable compressor 60 has been shown. However, the load amount of the alternator 50 can be reduced, or both auxiliary machines of the air conditioning variable compressor 60 and the alternator 50 can be used. Both loads may be reduced.

  In this embodiment, an example of the output reduction gear type of the FR type vehicle is shown as the manual transmission TM. However, the manual transmission may be an FF type or 4WD type manual transmission, or an input.・ Reduction gear type may be used.

The whole block diagram concerning the embodiment of the present invention. 1 is a longitudinal sectional view showing an overall configuration of a manual transmission according to an embodiment of the present invention. The skeleton figure of the manual transmission which concerns on embodiment of this invention. 1 is an overall configuration diagram relating to an alternator and idle speed control according to an embodiment of the present invention. FIG. The flowchart regarding the alternator control which concerns on embodiment of this invention. The flowchart regarding the idle speed control which concerns on embodiment of this invention. The flowchart regarding the variable compressor for an air conditioning which concerns on embodiment of this invention. The figure which shows the relationship between the temperature of the lubricating oil of the manual transmission which concerns on embodiment of this invention, and the viscosity and rotation fluctuation | variation of lubricating oil. The figure which shows the relationship between the load amount and rotation fluctuation which concern on embodiment of this invention. The figure which shows the relationship between the idle rotation speed and rotation fluctuation which concerns on embodiment of this invention. The flowchart which shows the temperature estimation of the lubricating oil which concerns on other embodiment of this invention.

Explanation of symbols

E: Engine TM: Manual transmission (gear-type transmission)
23: Clutch 50: Alternator (auxiliary machine)
60: Variable compressor for air conditioning (auxiliary machine)
70: Control unit for engine control 73: Engine water temperature sensor (engine water temperature detection means)
80: Control unit for air conditioning

Claims (8)

An auxiliary machine driven by the engine and having a variable load on the engine;
In a gear-type transmission gear rattling noise reduction device comprising a gear-type transmission that is input via a clutch capable of connecting and disconnecting the output of the engine,
Temperature-related parameter detection means for detecting a parameter related to the temperature of the lubricating oil of the gear-type transmission;
When the engine is idling, when the temperature-related parameter detected by the temperature-related parameter detection stage becomes equal to or higher than a predetermined temperature at which the viscosity of the lubricating oil is substantially near the minimum, the load amount reduction that reduces the load amount of the auxiliary machine A gear rattling noise reduction device for a gear type transmission.   The load reducing means reduces the load amount of the auxiliary device when the load amount of the auxiliary device becomes equal to or greater than a predetermined value corresponding to the rotational fluctuation of the engine at which the rattling noise starts to be generated from the gear transmission. 2. The gear rattle noise reduction device for a gear type transmission according to claim 1, wherein the gear type transmission is reduced.   The load reducing means is configured to set a reduction amount of the load amount in accordance with a deviation between the load amount of the auxiliary device and the predetermined value when the load amount of the auxiliary device is equal to or greater than the predetermined value. The gear rattling noise reduction device according to claim 2, wherein the gear type transmission is reduced.   The gear type according to any one of claims 1 to 3, wherein the load reducing means is configured to reduce a reduction amount of the load amount when the idling speed is high and low when the idle speed is low. Gear rattling noise reduction device.   The temperature-related parameter detecting means estimates the temperature of the lubricating oil of the gear-type transmission based on the history storage means for storing the history of the running state of the vehicle and the history of the running state of the vehicle stored in the history storage means. The gear rattling noise reduction device for a gear type transmission according to any one of claims 1 to 4, characterized by comprising temperature estimation means.   The temperature-related parameter detection means includes an engine water temperature detection means for detecting the engine water temperature, and a temperature estimation means for estimating the temperature of the lubricating oil of the gear transmission based on the engine water temperature detected by the engine water temperature detection means. The gear rattling noise reduction device for a gear type transmission according to any one of claims 1 to 4, wherein   The load amount reducing means is configured to reduce the load amount when the gear transmission is in a neutral state and the clutch is in an engaged state. The gear noise reduction device for a gear type transmission according to any one of the above.   8. The gear rattling noise of the gear type transmission according to claim 1, wherein the auxiliary machine includes at least one of an air conditioning variable compressor and an alternator. 9. Reduction device.

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