JP2018194057A - Vehicle and vehicular control method - Google Patents

Abstract

To provide a vehicle capable of appropriately reducing vibration or noise due to generation or transmission of drive torque, and a control method thereof.SOLUTION: A frequency of a harmonic wave in a drive source frequency fe of a rotary drive source is defined as a harmonic frequency, a resonance frequency of a torque transmission rotor is defined as a rotor resonance frequency, and a resonance frequency of an endless belt is defined as a belt resonance frequency. A controller of a vehicle is configured to control the belt resonance frequency so as to suppress a triple polymerization state where the drive source frequency fe or harmonic frequency, the rotor resonance frequency and the belt resonance frequency are consistent or proximate to each other.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle capable of suppressing generation of vibration or noise associated with generation or transmission of drive torque, and a control method thereof.

  In Patent Document 1, a control device for a continuously variable transmission that can more reliably reduce noise and vibration caused by engagement of a power transmission member into a drive pulley with a simple configuration and simple control with a reduced number of parts. It is intended to provide ([0012], summary).

  In order to achieve the said objective, in patent document 1 (abstract), a 1st power transmission part and a 2nd power transmission part are provided. The first power transmission unit is disposed coaxially with the drive pulley and changes the power transmission rate from the engine to the drive pulley. The second power transmission unit is disposed coaxially with the driven pulley and changes the power transmission rate from the driven pulley to the drive wheel.

  The control device includes a meshing frequency of the metal chain wound between the drive pulley and the driven pulley, a resonance frequency of the string portion on the tension side and the loose side of the metal chain, and the drive pulley or the driven pulley. Get the resonance frequency. In addition, when any two or three of these frequencies coincide with each other, the control device performs control to cause slight slippage in at least one of the first power transmission unit and the second power transmission unit. Thereby, the vibration is converted into heat and attenuated. Therefore, it is said that the vibration and noise caused by the engagement of the power transmission member with the drive pulley can be reliably reduced ([0014]).

JP, 2014-149064, A

  As described above, in Patent Document 1, any one of the engagement frequency of the metal chain into the pulley, the resonance frequency of the string portion on the tension side and the loose side of the metal chain, and the resonance frequency of the drive pulley or the driven pulley is used. Or when the three match each other, the vibration is converted to heat and attenuated (summary). As a result, vibration and noise caused by the engagement of the power transmission member with the drive pulley and the like are reduced ([0014]). However, Patent Document 1 has room for improvement with respect to reduction of vibration or noise associated with generation or transmission of drive torque.

  The present invention has been made in consideration of the above-described problems, and an object of the present invention is to provide a vehicle and a control method thereof that can more suitably reduce vibration or noise associated with generation or transmission of drive torque.

The vehicle according to the present invention is
A rotational drive source for generating vehicle drive torque;
A continuously variable transmission that is disposed in a power transmission path from the rotational drive source to the wheel and includes a drive pulley, a driven pulley, and an endless belt;
A torque transmission rotating body that transmits the driving torque in the power transmission path;
A drive source frequency sensor for obtaining a drive source frequency which is a rotation frequency of the rotary drive source;
A control device for controlling the continuously variable transmission,
When the harmonic frequency of the drive source frequency is a harmonic frequency, the resonance frequency of the torque transmission rotor is a rotor resonance frequency, and the resonance frequency of the endless belt is a belt resonance frequency, the control device is The belt resonance frequency is controlled so as to suppress a triple polymerization state in which the drive source frequency or the harmonic frequency, the rotator resonance frequency, and the belt resonance frequency match or approximate.

  According to the present invention, the belt resonance frequency is controlled so as to suppress a state (triple polymerization state) in which the drive source frequency or harmonic frequency, the rotator resonance frequency, and the belt resonance frequency match or approximate. Thereby, generation | occurrence | production of the vibration or noise by a triple polymerization state can be suppressed.

  When the controller detects or predicts the triple polymerization state, the belt resonance is caused by temporarily changing the force (ring tension, element pressing force, etc.) acting on the endless belt in the moving direction of the endless belt. The frequency may be temporarily changed. This makes it possible to more reliably suppress the triple polymerization state.

  The vehicle may include a vehicle speed sensor that acquires a vehicle speed of the vehicle. The control device may include a storage unit that stores a map that defines a relationship between the combination of the drive source frequency and the vehicle speed and the triple polymerization state. Furthermore, the control device may detect or predict the triple polymerization state based on a combination of the drive source frequency and the vehicle speed in the map. This makes it possible to more reliably suppress the triple polymerization state.

  The vehicle may include a rotating body fluctuation amount sensor that acquires a fluctuation amount of the torque transmitting rotating body. Further, the control device may detect or predict the triple polymerization state based on the rotating body fluctuation amount. This makes it possible to detect or predict the triple polymerization state based on the actual state of the torque transmitting rotator.

  The storage unit may store a plurality of maps defining the relationship between the combination of the drive source frequency and the vehicle speed and the triple polymerization state for each of the rotating body fluctuation amounts. Moreover, the said control apparatus may switch the said map based on the said rotating body fluctuation amount. This makes it possible to detect or predict the triple polymerization state with high accuracy.

  The vehicle can be, for example, a vehicle that can switch between a four-wheel drive state and a two-wheel drive state (part-time four-wheel drive vehicle). The rotational drive source can be an engine, for example. The torque transmission rotating body can be, for example, a propeller shaft. The control device may execute switching of the belt resonance frequency for suppressing the triple polymerization state on condition that the vehicle is in the two-wheel drive state. Thereby, the belt resonance frequency is switched so as to suppress a state (triple polymerization state) in which the engine frequency or harmonic frequency, the propeller shaft resonance frequency, and the belt resonance frequency match or approximate. Thereby, generation | occurrence | production of the vibration or noise by a triple polymerization state can be suppressed.

  Further, the belt resonance frequency for suppressing the triple polymerization state is switched only in the two-wheel drive state and not in the four-wheel drive state. Thereby, when vibration of the propeller shaft is likely to occur in the two-wheel drive state, the belt resonance frequency can be switched in an appropriate scene.

  The vehicle may include an inclination determination unit that determines an inclination of a traveling path of the vehicle. The storage unit may store a plurality of maps defining the relationship between the combination of the driving source frequency and the vehicle speed and the triple polymerization state for each inclination. The control device may switch the map according to the inclination. Thereby, it becomes possible to suppress the triple polymerization state according to the inclination of the travel path.

  The vehicle may include a lockup clutch. Moreover, the said control apparatus may change the fastening state of the said lockup clutch, if the said triple polymerization state is detected or estimated. This makes it possible to more reliably suppress the triple polymerization state.

A vehicle control method according to the present invention includes:
A rotational drive source for generating vehicle drive torque;
A continuously variable transmission that is disposed in a power transmission path from the rotational drive source to the wheel and includes a drive pulley, a driven pulley, and an endless belt;
A torque transmission rotating body that transmits the driving torque in the power transmission path;
A drive source frequency sensor for obtaining a drive source frequency which is a rotation frequency of the rotary drive source;
A control method for a vehicle comprising: a control device that controls the continuously variable transmission,
When the harmonic frequency of the drive source frequency is a harmonic frequency, the resonance frequency of the torque transmission rotor is a rotor resonance frequency, and the resonance frequency of the endless belt is a belt resonance frequency, the control device is The belt resonance frequency is controlled so as to suppress a triple polymerization state in which the drive source frequency or the harmonic frequency, the rotator resonance frequency, and the belt resonance frequency match or approximate.

  According to the present invention, it is possible to more suitably reduce vibration or noise associated with generation or transmission of drive torque.

1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention. It is a perspective view which shows a part of endless belt of 1st Embodiment. It is a figure which shows a mode that the string of an endless belt is displaced or vibrated in 1st Embodiment. In 1st Embodiment, it is a figure which shows the relationship between the pressing force which acts between the elements which comprise the said string of the said endless belt, and a belt resonant frequency. It is a figure which shows the relationship between the control characteristic of the engine in 1st Embodiment, and a triple polymerization state. It is a flowchart of the vibration / noise suppression control in 1st Embodiment. It is a schematic block diagram of the vehicle which concerns on 2nd Embodiment of this invention. It is a flowchart of the vibration / noise suppression control in 2nd Embodiment. It is a schematic block diagram of the vehicle which concerns on 3rd Embodiment of this invention. It is a flowchart of the vibration / noise suppression control in 3rd Embodiment.

A. First Embodiment <A-1. Configuration of First Embodiment>
[A-1-1. Overview]
FIG. 1 is a schematic configuration diagram of a vehicle 10 according to the first embodiment of the present invention. The vehicle 10 of the first embodiment is an engine vehicle having an engine 30 as a power source. As will be described later, the vehicle 10 may be a type of vehicle other than the engine vehicle. The vehicle 10 includes a power system 20, a hydraulic system 22, and a control system 24.

[A-1-2. Power system 20]
The power system 20 generates power (or drive torque) for causing the vehicle 10 to travel. In addition to the engine 30, the power system 20 includes a transmission unit 32, a front shaft 34, front wheels 36l and 36r, a transfer gear 38, a propeller shaft 40, a coupling 42, a rear differential 44, and a rear shaft 46. And rear wheels 48l and 48r.

  The transmission unit 32 (hereinafter also referred to as “TM unit 32”) includes a torque converter 60, a lockup clutch 62, a continuously variable transmission 64, an intermediate gear 66, and a final gear 68. The continuously variable transmission 64 (hereinafter also referred to as “CVT 64”) includes a drive pulley 70, a driven pulley 72, and an endless belt 74 (see also FIG. 3).

  FIG. 2 is a perspective view showing a part of the endless belt 74 of the first embodiment. The endless belt 74 is made of metal and includes an endless ring 76 (hereinafter also referred to as “ring 76”) and a plurality of elements 78 disposed around the ring 76, as shown in FIG.

  As shown in FIG. 1, the transfer gear 38 includes an input gear 80, a bevel gear 82, and an output gear 84. The rear differential 44 has an input gear 90 and an output gear 92.

  The coupling 42 of this embodiment is an electronic control type, and is in a connected state when a predetermined condition is satisfied, and is in a disconnected state otherwise. As the predetermined condition, for example, the fact that the accelerator pedal operation amount θap (hereinafter also referred to as “AP operation amount θap”) [%] is equal to or greater than the operation amount threshold value can be used. Or you may switch a connection state and a disconnection state according to the user's operation input with respect to the changeover switch which is not illustrated. The coupling 42 may be a system other than the electronic control system (for example, a viscous coupling system).

  Note that, for example, from the viewpoint of suppressing vibration or noise caused by a propeller shaft 40 (or torque transmission rotating body) as described later, the power system 20 is not limited to the above configuration, and has other configurations. Also good.

[A-1-3. Hydraulic system 22]
The hydraulic system 22 supplies hydraulic pressure to the TM unit 32 (particularly, the torque converter 60, the lockup clutch 62, the drive pulley 70, and the driven pulley 72). The hydraulic system 22 includes a hydraulic pump 110, oil passages 112a, 112b, 112c, and 112d, and control valves 114a, 114b, 114c, and 114d. The hydraulic pump 110 is operated by power (or drive torque) generated by the engine 30. In other words, the engine 30 is used as a part of the mechanical pump. Alternatively, the hydraulic pump 110 may be configured by combining the engine 30 and an electric motor (not shown). Or you may comprise the hydraulic pump 110 only with the said electric motor.

[A-1-4. Control system 24]
(A-1-4-1. Overview of control system 24)
The control system 24 controls the power system 20 and the hydraulic system 22. The control system 24 includes a sensor group 120 and an electronic control unit 122 (hereinafter referred to as “ECU 122”).

(A-1-4-2. Sensor group 120)
The sensor group 120 includes an accelerator pedal sensor 130, a vehicle speed sensor 132, an engine frequency sensor 134, and first to fourth hydraulic pressure sensors 136, 138, 140, and 142.

  An accelerator pedal sensor 130 (hereinafter also referred to as “AP sensor 130”) detects an AP operation amount θap. The vehicle speed sensor 132 detects the vehicle speed V [km / h] of the vehicle 10. The engine frequency sensor 134 (drive source frequency sensor) detects the rotational frequency fe of the engine 30 (hereinafter also referred to as “engine rotational frequency fe” or “engine frequency fe”) [Hz]. Here, the unit of the engine frequency fe is hertz (Hz), but it is also possible to use the number of revolutions per minute (rpm) or the like.

  The first hydraulic sensor 136 detects the pressure Ptc (torque converter hydraulic pressure Ptc) [Pa] of the oil supplied to the torque converter 60. The second hydraulic pressure sensor 138 detects the pressure Pdr (drive pulley hydraulic pressure Pdr) [Pa] of the oil supplied to the drive pulley 70. The third hydraulic pressure sensor 140 detects the pressure Pdn (driven pulley hydraulic pressure Pdn) [Pa] of the oil supplied to the driven pulley 72. The fourth hydraulic pressure sensor 142 detects the pressure Plc of the oil supplied to the lockup clutch 62 (lockup clutch hydraulic pressure Plc) [Pa].

(A-1-4-3.ECU122)
As shown in FIG. 1, the ECU 122 includes an input / output unit 160, a calculation unit 162, and a storage unit 164 as hardware configurations. The ECU 122 controls the power system 20 and the hydraulic system 22 based on output values from the sensors.

  The input / output unit 160 performs input / output between the ECU 122 and external devices (for example, the AP sensor 130 and the vehicle speed sensor 132).

  The calculation unit 162 includes a central processing unit (CPU), and controls the power system 20 and the hydraulic system 22 using programs and data stored in the storage unit 164. The calculation unit 162 performs vibration / noise suppression control that suppresses vibration or noise associated with transmission of drive torque (details will be described later with reference to FIGS. 3 to 6). The calculation unit 162 includes an engine control unit 170 and a TM unit control unit 172.

  Engine control unit 170 (hereinafter also referred to as “ENG control unit 170”) controls engine 30 based on output values from sensor group 120 (for example, AP sensor 130, vehicle speed sensor 132, and engine frequency sensor 134).

  The TM unit control unit 172 controls the TM unit 32 based on the output value from the sensor group 120. The TM unit control unit 172 includes a torque converter control unit 180, a continuously variable transmission control unit 182 and a lockup clutch control unit 184.

  The torque converter control unit 180 controls the torque converter 60 based on the output value from the first hydraulic sensor 136 or the like. The continuously variable transmission control unit 182 (hereinafter also referred to as “CVT control unit 182”) controls the drive pulley 70 and the driven pulley 72 based on the output values from the second and third hydraulic sensors 138, 140 and the like. The gear ratio R of the CVT 64 (hereinafter also referred to as “CVT gear ratio R”) is controlled. The lockup clutch control unit 184 (hereinafter also referred to as “LC control unit 184”) controls the lockup clutch 62 based on the output value from the fourth hydraulic sensor 142 and the like.

  The storage unit 164 stores programs and data used by the calculation unit 162 and includes a random access memory (hereinafter referred to as “RAM”). As the RAM, a volatile memory such as a register and a non-volatile memory such as a flash memory can be used. The storage unit 164 may include a read only memory (hereinafter referred to as “ROM”) in addition to the RAM. The storage unit 164 stores a triple polymerization determination map 330 (FIG. 5) described later.

<A-2. Vibration / Noise Suppression Control of First Embodiment>
[A-2-1. Overview of vibration / noise suppression control]
As described above, in the first embodiment, vibration / noise suppression control is executed. The vibration / noise suppression control is a control for suppressing vibration or noise associated with transmission of drive torque. The control subject of the vibration / noise suppression control in the first embodiment is the ECU 122 (particularly the CVT control unit 182), and the control target is the continuously variable transmission 64. The “vibration or noise associated with transmission of driving torque” here is generated in the triple polymerization state described below.

[A-2-2. Triple polymerization state]
The triple polymerization state refers to a state in which the rotation frequency fe or harmonic frequency fh of the engine 30, the resonance frequency frp of the propeller shaft 40, and the resonance frequency frb of the endless belt 74 match or approximate. The harmonic frequency fh is a harmonic frequency of the engine frequency fe. The resonance frequency frp of the propeller shaft 40 is also referred to as “propeller shaft resonance frequency frp” or “resonance frequency frp”. The resonance frequency frb of the endless belt 74 is also referred to as “belt resonance frequency frb” or “resonance frequency frb”.

  In the first embodiment, a state in which the secondary harmonic frequency fh of the engine frequency fe, the propeller shaft resonance frequency frp, and the belt resonance frequency frb match or approximate to each other is defined as a triple polymerization state. The present inventor has discovered that vibration and noise are generated by tooth surface separation that occurs, for example, between the propeller shaft 40 and the transfer gear 38 in the triple polymerization state. Therefore, when the triple polymerization state occurs (and / or when the triple polymerization state soon occurs), the belt resonance frequency frb is controlled so as to suppress the triple polymerization state.

  As the present inventors have confirmed, there are three types of resonance frequencies in the propeller shaft resonance frequency frp. That is, they are propeller shaft resonance frequencies frp1, frp2, frp3 (hereinafter also referred to as “resonance frequencies frp1, frp2, frp3”) which will be described later with reference to FIG. For this reason, the belt resonance frequency frb is controlled so as to suppress the triple polymerization state at each resonance frequency frp1, frp2, frp3.

  The causes corresponding to the propeller shaft resonance frequencies frp1, frp2, and frp3 are not completely specified. However, it is estimated that the resonance frequencies frp1 and frp2 are the resonance frequencies in the twisting direction of the propeller shaft 40, and the resonance frequency frp3 is the resonance frequency in the bending direction of the propeller shaft 40. The resonance frequency frp1 corresponds to when the lockup clutch 62 is in a connected state, and the resonance frequency frp2 corresponds to when the lockup clutch 62 is in a disconnected state. In other words, it is understood that the resonance frequencies frp1 and frp2 are distinguished by the difference in inertia mass connected to the propeller shaft 40.

  The triple polymerization state is confirmed to occur when the vehicle 10 is in a two-wheel drive state (in other words, when the coupling 42 is in a disconnected state) and is in a four-wheel drive state (in other words, the coupling 42). In the connected state), no occurrence was confirmed.

  FIG. 3 is a diagram for explaining the vibration or resonance frequency frb of the endless belt 74 in the first embodiment, and shows how the string 200 of the endless belt 74 is displaced or vibrated in the first embodiment. The string 200 here includes a ring 76 (FIG. 2) and an element 78. The position of the string 200 at a certain time t1 is indicated by a thick two-dot chain line, and the position of the string 200 at a subsequent time t2 is indicated by a thin two-dot chain line. The belt resonance frequency frb of the first embodiment can be considered as the resonance frequency of the string 200.

  The belt resonance frequency frb changes depending on the force acting on the string 200 in the moving direction of the belt 74 indicated by an arrow in FIG. More specifically, the belt resonance frequency frb changes depending on the tension Ft acting on the ring 76 constituting the string 200 and the pressing force Fp acting between the elements 78 constituting the string 200.

  FIG. 4 is a diagram showing the relationship between the pressing force Fp acting between the elements 78 constituting the string 200 of the endless belt 74 and the belt resonance frequency frb in the first embodiment. As shown in FIG. 4, when the pressing force Fp increases, the belt resonance frequency frb also increases. Although not shown, the same applies to the tension Ft, and the belt resonance frequency frb changes according to the change in the tension Ft.

  FIG. 5 is a diagram showing the relationship between the control characteristics of the engine 30 and the triple polymerization state in the first embodiment. In FIG. 5, the horizontal axis represents the vehicle speed V, and the vertical axis represents the engine rotation frequency fe and the target engine rotation frequency fatar (hereinafter also referred to as “target engine frequency fatal”). Further, the frequency fb of the endless belt 74 (hereinafter also referred to as “belt frequency fb”) corresponding to the vehicle speed V and the engine frequency fe is shown in gray scale. In FIG. 5, only a part of the gray scale data of the belt frequency fb is shown, and the other parts are omitted or in a range where the belt frequency fb cannot be obtained in use. Please note that.

  Lines 300, 302, 304, 306, 308, 310, and 312 in FIG. 5 are lines that indicate the relationship between the vehicle speed V and the target engine frequency fatar for each accelerator operation amount θap. That is, the lines 300, 302, 304, 306, 308, 310, and 312 correspond to the accelerator operation amounts θap1, θap2, θap3, θap4, θap5, θap6, and θap7. The accelerator operation amounts θap1 to θap7 satisfy θap1 <θap2 <θap3 <θap4 <θap5 <θap6 <θap7. Hereinafter, the lines 300, 302, 304, 306, 308, 310, and 312 are also referred to as “characteristics 300, 302, 304, 306, 308, 310, and 312”.

  Regions 320, 322, and 324 in FIG. 5 are regions in which a triple polymerization state occurs, and are also referred to as triple polymerization regions 320, 322, and 324 below. As described above, in the triple polymerization state of the first embodiment, the secondary harmonic frequency fh of the engine frequency fe, the propeller shaft resonance frequency frp (frp1, frp2, frp3), and the belt resonance frequency frb are the same or Approximate state. For this reason, it should be noted that the engine frequency fe belonging to the triple polymerization state is a value half that of the frequencies belonging to the triple polymerization regions 320, 322, and 324.

  In the first embodiment, when the value twice the engine frequency fe falls within the regions 320, 322, and 324, the belt resonance frequency frb is changed. This suppresses the triple polymerization state.

  In the first embodiment, the triple polymerization determination map 330 shows the relationship between the combination of the vehicle speed V typified by the characteristics 300, 302, 304, 306, 308, 310, 312 and the target engine frequency fatal and the regions 320, 322, 324. (Hereinafter also referred to as “map 330”).

[A-2-3. Specific contents of vibration / noise suppression control]
FIG. 6 is a flowchart of vibration / noise suppression control in the first embodiment. In step S11, the ECU 122 determines whether or not the vehicle 10 is in a two-wheel drive state (in other words, whether or not the coupling 42 is in a disconnected state). When the vehicle is in the two-wheel drive state (S11: TRUE), in step S12, the ECU 122 acquires the vehicle speed V from the vehicle speed sensor 132 and the rotational frequency fe from the engine frequency sensor 134. When not in the two-wheel drive state (S11: FALSE), the coupling 42 is in the connected state, and the vehicle 10 is in the four-wheel drive state. In this case, the current process is terminated, and the process returns to step S11 after a predetermined time has elapsed.

  In step S13, the ECU 122 determines whether or not the triple polymerization state. Specifically, the ECU 122 determines whether the coordinates specified by the vehicle speed V and the engine frequency fe belong to any of the triple polymerization regions 320, 322, and 324 in FIG. In terms of mounting, a range of a combination of the vehicle speed V and the engine frequency fe belonging to any of the triple overlapping regions 320, 322, and 324 is set, and when the combination of the vehicle speed V and the engine frequency fe is within the range, the ECU 122 Can be determined to be in a triple polymerization state. When it is a triple polymerization state (S13: TRUE), the process proceeds to step S14.

  In step S14, the ECU 122 controls the continuously variable transmission 64 to switch the resonance frequency frb of the endless belt 74. For example, the ECU 122 changes the force Fb acting on the endless belt 74 in the moving direction of the endless belt 74 while maintaining the gear ratio R of the continuously variable transmission 64. Specifically, the tension Ft of the endless ring 76 and the pressing force Fp between the elements 78 are changed.

  For example, the ECU 122 increases the oil pressure for each of the drive pulley 70 and the driven pulley 72 to increase the radii Rdr and Rdn (FIG. 3) of the belt 74 in each of the drive pulley 70 and the driven pulley 72. Thereby, the force Fb of the endless belt 74 can be increased while maintaining the gear ratio R. Alternatively, the ECU 122 may decrease the belt radii Rdr and Rdn in each of the drive pulley 70 and the driven pulley 72 by decreasing the hydraulic pressure for each of the drive pulley 70 and the driven pulley 72. Alternatively, the gear ratio R may be increased or decreased.

  Returning to step S13 in FIG. 6, when the state is not the triple polymerization state (S13: FALSE), the triple polymerization state is not generated. In this case, the current process is terminated without performing step S14. In that case, the ECU 122 controls the CVT 64 by a normal method (based on the vehicle speed V, the engine frequency fe, the target engine frequency fetar, and the like).

<A-3. Effects of First Embodiment>
As described above, according to the first embodiment, the secondary harmonic frequency fh of the engine frequency fe (drive source frequency), the propeller shaft resonance frequency frp (rotating body resonance frequency), the belt resonance frequency frb, The belt resonance frequency frb is controlled so as to suppress the triple polymerization state that coincides or approximates (FIG. 6). Thereby, generation | occurrence | production of the vibration or noise by a triple polymerization state can be suppressed.

  In the first embodiment, when the ECU 122 (control device) detects or predicts a triple polymerization state (S13: TRUE in FIG. 6), the tension Ft of the endless ring 76 and / or the pressing force Fp of the element 78 (of the endless belt 74). The force acting on the endless belt 74 in the moving direction is temporarily changed to temporarily change the belt resonance frequency frb (S14). This makes it possible to more reliably suppress the triple polymerization state.

  In the first embodiment, the vehicle 10 includes a vehicle speed sensor 132 that acquires the vehicle speed V (FIG. 1). Further, the ECU 122 (control device) includes a storage unit 164 that stores a map 330 (FIG. 5) that defines the relationship between the combination of the engine frequency fe (drive source frequency) and the vehicle speed V and the triple polymerization state (FIG. 1). Further, the ECU 122 detects or predicts the triple polymerization state based on the combination of the engine frequency fe and the vehicle speed V (S13 in FIG. 6). This makes it possible to more reliably suppress the triple polymerization state.

  In the first embodiment, the vehicle 10 can switch between a four-wheel drive state and a two-wheel drive state (see the coupling 42 in FIG. 1). Further, the ECU 122 (control device) switches the belt resonance frequency frb for suppressing the triple polymerization state on condition that the vehicle 10 is in a two-wheel drive state (S11: TRUE in FIG. 6). Thereby, the belt resonance frequency frb for suppressing the triple polymerization state is switched only in the two-wheel drive state and not in the four-wheel drive state. Thereby, when the vibration of the propeller shaft 40 is likely to occur in the two-wheel drive state, the belt resonance frequency frb can be switched in an appropriate scene.

B. Second Embodiment <B-1. Configuration of Second Embodiment (Differences from First Embodiment)>
FIG. 7 is a schematic configuration diagram of a vehicle 10A according to the second embodiment of the present invention. The vehicle 10A of the second embodiment basically has the same components as the vehicle 10 of the first embodiment. Hereinafter, the same or similar reference numerals are assigned to the same components, and detailed description thereof is omitted.

  The sensor group 120 of the second embodiment includes a fluctuation amount sensor 210. The fluctuation amount sensor 210 detects the fluctuation amount Q of the propeller shaft 40 (hereinafter also referred to as “propeller shaft fluctuation amount Q”). The fluctuation amount Q (rotary body fluctuation amount) here is, for example, the displacement speed [rad / sec] of the propeller shaft 40 in the circumferential direction of the propeller shaft 40. For this reason, the fluctuation amount sensor 210 is configured as a combination of a position sensor (for example, a Hall element) that detects the position of the propeller shaft 40 in the circumferential direction and an arithmetic unit that calculates the amount of change in position per unit time. be able to. Alternatively, the fluctuation amount Q can be, for example, the acceleration [rad / sec / sec] of the propeller shaft 40 in the circumferential direction. In that case, the variation sensor 210 can be configured as an acceleration sensor that detects the acceleration of the propeller shaft 40 in the circumferential direction.

  The electronic control device 122a (hereinafter referred to as “ECU 122a”) of the second embodiment executes vibration / noise suppression control that suppresses vibration or noise associated with transmission of drive torque. In the vibration / noise suppression control of the second embodiment, the triple polymerization state is determined based on the fluctuation amount Q of the propeller shaft 40.

<B-2. Vibration / Noise Suppression Control of Second Embodiment>
As described above, in the vibration / noise suppression control of the second embodiment, the triple polymerization state is determined based on the fluctuation amount Q of the propeller shaft 40. In the vibration / noise suppression control of the second embodiment, in the triple polymerization state, in addition to switching the belt resonance frequency frb, the engagement rate Rc of the lockup clutch 62 is switched. The engagement rate Rc is defined as the quotient obtained by dividing the rotation frequency on the output side of the lockup clutch 62 by the rotation frequency on the input side, or a percentage thereof.

  FIG. 8 is a flowchart of vibration / noise suppression control in the second embodiment. In step S <b> 21, the ECU 122 acquires the fluctuation amount Q from the fluctuation amount sensor 210. In step S22, the ECU 122 determines whether or not the triple polymerization state. Specifically, the ECU 122 determines whether or not the variation amount Q is equal to or greater than the variation amount threshold THq. The fluctuation amount threshold value THq is a threshold value for determining whether or not the triple polymerization state, and is stored in the storage unit 164 in advance. A simulation value or an experimental value can be used as the fluctuation amount threshold THq.

  In the triple polymerization state (S22: TRUE), in step S23, the ECU 122 controls the continuously variable transmission 64 to switch the resonance frequency frb of the endless belt 74. The specific method is the same as step S14 in FIG.

  In subsequent step S24, the ECU 122 switches the engagement rate Rc of the lockup clutch 62 via the control valve 114d. For example, when the fastening rate Rc is 100%, the ECU 122 decreases the fastening rate Rc by a predetermined value.

  Further, when the fastening rate Rc is less than 100%, the ECU 122 can increase or decrease the fastening rate Rc. However, when changing the fastening rate Rc, it is a condition that transmission of the drive torque from the drive pulley 70 to the driven pulley 72 via the endless belt 74 is normally performed. Whether or not the drive torque is normally transmitted is determined, for example, based on whether or not the combination of the rotational frequency of the drive pulley 70 and the rotational frequency of the driven pulley 72 is in accordance with the gear ratio R. can do.

  Returning to step S22, when the state is not the triple polymerization state (S22: FALSE), the current process is terminated without performing steps S23 and S24. In that case, the ECU 122 controls the continuously variable transmission 64 in a normal manner (based on the vehicle speed V, the engine frequency fe, the target engine frequency fetar, and the like).

  Note that it is possible to make the same determination as in step S11 of FIG. 6 before step S21.

<B-3. Effect of Second Embodiment>
According to the second embodiment as described above, the following effects can be obtained in addition to or instead of the effects of the first embodiment.

  In the second embodiment, the vehicle 10A includes a fluctuation amount sensor 210 (rotary body fluctuation amount sensor) that acquires a fluctuation amount Q of the propeller shaft 40 (torque transmission rotating body) (FIG. 7). Further, the ECU 122a (control device) detects or predicts the triple polymerization state based on the fluctuation amount Q (S22 in FIG. 8). This makes it possible to detect or predict the triple polymerization state based on the actual state of the propeller shaft 40.

  In the second embodiment, the vehicle 10A includes a lock-up clutch 62 (FIG. 7). Further, when detecting or predicting the triple polymerization state (S22: TRUE in FIG. 8), the ECU 122a (control device) changes the engagement state of the lockup clutch 62 (S24). This makes it possible to more reliably suppress the triple polymerization state.

C. Third Embodiment <C-1. Configuration of Third Embodiment (Differences from First Embodiment)>
FIG. 9 is a schematic configuration diagram of a vehicle 10B according to the third embodiment of the present invention. The vehicle 10B of the third embodiment basically has the same components as the vehicle 10 of the first embodiment. Hereinafter, the same or similar reference numerals are assigned to the same components, and detailed description thereof is omitted.

  The sensor group 120 of the third embodiment includes an inclination sensor 250. The inclination sensor 250 detects an inclination angle A [deg] in the front-rear direction of the vehicle 10B.

  The electronic control device 122b (hereinafter referred to as “ECU 122b”) of the third embodiment executes vibration / noise suppression control that suppresses vibration or noise associated with transmission of drive torque. In the vibration / noise suppression control of the third embodiment, the map 330 (FIG. 5) is switched based on the inclination angle A of the vehicle 10B.

<C-2. Vibration / Noise Suppression Control of Third Embodiment>
As described above, in the vibration / noise suppression control of the third embodiment, the map 330 is switched based on the inclination angle A of the vehicle 10B. Each characteristic shown in FIG. 5 assumes a case where the vehicle 10B is traveling on a flat road. For example, when the vehicle 10B is traveling on an uphill, the engine torque (or the accelerator operation amount θap) for realizing the target engine frequency fetar needs a larger value. For this reason, when the target engine frequency fetar and the target engine torque are associated with each other on a one-to-one basis, the characteristics 300, 302, 304, 306, 308, 310, and 312 in FIG. It can be said that it will be smaller.

  Similarly, when the vehicle 10 is traveling downhill, the engine torque (or accelerator operation amount θap) for realizing the target engine frequency fetar can be realized with a smaller value. For this reason, when the target engine frequency fetar and the target engine torque are associated with each other on a one-to-one basis, the characteristics 300, 302, 304, 306, 308, 310, and 312 in FIG. It can be said that it will grow.

  Therefore, in the third embodiment, a plurality of maps 330 are stored in the storage unit 164 for each inclination angle A, and the map 330 is switched according to the inclination angle A detected by the inclination sensor 250.

  FIG. 10 is a flowchart of vibration / noise suppression control in the third embodiment. In step S31, the ECU 122b acquires the vehicle speed V from the vehicle speed sensor 132, the frequency fe from the engine frequency sensor 134, and the inclination angle A from the inclination sensor 250.

  In step S32, the ECU 122b switches the triple polymerization determination map 330 according to the inclination angle A. As described above, the map 330 that is selected when the inclination angle A indicates that the vehicle 10B is traveling on an uphill is the same as the characteristics 300 in FIG. , 302, 304, 306, 308, 310, and 312 have characteristics that reduce the overall inclination. Alternatively, the triple polymerization regions 320, 322, and 324 may be moved upward.

  Further, the map 330 in the case where the inclination angle A indicates that the vehicle 10B is traveling on the downhill is the same as the characteristics 300, 302, 304, FIG. The characteristics are such that the inclinations of 306, 308, 310, and 312 become large as a whole. Alternatively, the triple polymerization regions 320, 322, and 324 may be moved downward.

  Steps S33 and S34 are the same as S13 and S14 in FIG. Prior to step S31, etc., it is also possible to make the same determination as in step S11 of FIG.

<C-3. Effect of Third Embodiment>
According to the third embodiment as described above, the following effects can be obtained in addition to or instead of the effects of the first and second embodiments.

  According to the third embodiment, the vehicle 10B includes the inclination sensor 250 (inclination determination unit) that determines the inclination angle A of the traveling path of the vehicle 10B (FIG. 9). In addition, the storage unit 164 stores a plurality of maps 330 for each inclination angle A that define the relationship between the combination of the engine frequency fe (drive source frequency) and the vehicle speed V and the triple polymerization state. Further, the ECU 122b (control device) switches the map 330 according to the inclination angle A (S32 in FIG. 10). Thereby, it becomes possible to suppress the triple polymerization state according to the inclination of the travel path.

D. Modifications Note that the present invention is not limited to the above-described embodiments, and various configurations can be adopted based on the description of the present specification. For example, the following configuration can be adopted.

<D-1. Applicable object>
The vehicle 10 of the first embodiment is an engine vehicle (FIG. 1). However, for example, from the viewpoint of controlling the belt resonance frequency frb so as to suppress a triple polymerization state in which the engine frequency fe or the harmonic frequency fh, the propeller shaft resonance frequency frp, and the belt resonance frequency frb match or approximate. Not limited to this.

  For example, vehicle 10 may be a hybrid vehicle that includes a travel motor (not shown) as a drive source in addition to engine 30. Alternatively, the vehicle 10 may be an electric vehicle that generates travel power (or drive torque) only by a travel motor without using the engine 30. Such an electric vehicle includes an electric vehicle in a narrow sense having only a secondary battery (battery or the like) as a power source for supplying power to the traveling motor, and a fuel cell vehicle having a secondary battery and a fuel cell as the power source. Is included. The same applies to the second and third embodiments.

<D-2. Engine 30 (Rotation Drive Source)>
In the first embodiment, the engine 30 is disposed on the front side of the vehicle 10 (FIG. 1). However, for example, from the viewpoint of controlling the belt resonance frequency frb so as to suppress the triple polymerization state, it is not limited to this. For example, the engine 30 can be disposed behind or in the center of the vehicle 10. The same applies to the second and third embodiments.

<D-3. Lock-up clutch 62>
In the first embodiment, a lock-up clutch 62 is provided (FIG. 1). However, for example, this is not limited from the viewpoint of controlling the engine frequency fe so as to suppress the triple polymerization state. For example, the lock-up clutch 62 can be omitted. The same applies to the second and third embodiments.

<D-4. Propeller shaft 40 (torque transmission rotor)>
In 1st Embodiment, the propeller shaft 40 was mentioned as a torque transmission rotary body which produces a triple polymerization state (FIG. 1 etc.). However, for example, from the viewpoint of controlling the belt resonance frequency frb so as to suppress the triple polymerization state, it is not limited to this. For example, the front shaft 34 or the rear shaft 46 may be a torque transmission rotating body. The same applies to the second and third embodiments.

<D-5. ECU 122>
The first embodiment has been described with the ECU 122 mounted on the vehicle 10 (FIG. 1). However, for example, the ECU 122 may be configured by providing a part of the ECU 122 in a mobile terminal and connecting the mobile terminal to the network of the vehicle 10. The same applies to the second and third embodiments.

  In the first embodiment, one ECU 122 controls both the power system 20 and the hydraulic system 22 (FIG. 1). However, separate ECUs 122 can be provided separately for the power system 20 and the hydraulic system 22. Furthermore, it is also possible to provide separate ECUs 122 separately for the engine 30, the torque converter 60 and the CVT 64 in the power system 20. The same applies to the second and third embodiments.

<D-6. Vibration / Noise Suppression Control>
In the first embodiment, the driving state of the vehicle 10 (two-wheel driving state / four-wheel driving state) is determined (S11 in FIG. 6). However, for example, if attention is focused on suppressing vibration or noise in the triple polymerization state, step S11 can be omitted.

  In the first embodiment, it is determined whether or not the state is a triple polymerization state (S13 in FIG. 6). In other words, it was determined whether or not a triple polymerization state was actually detected. However, it is not limited to this from the viewpoint of suppressing vibration or noise in the triple polymerization state. For example, it is possible to determine whether or not the occurrence of a triple polymerization state is predicted. The prediction can be performed, for example, by using the target engine frequency fetar based on the AP operation amount θap and the vehicle speed V instead of the engine frequency fe (detected value) detected by the engine frequency sensor 134. Alternatively, the triple polymerization regions 320, 322, and 324 in FIG. The same applies to the second and third embodiments.

  In the second embodiment, when the triple polymerization state occurs (S22 in FIG. 8: TRUE), the engagement rate Rc of the lockup clutch 62 is switched (S24). However, for example, from the viewpoint of suppressing the triple polymerization state by switching the engagement state of the lockup clutch 62, the engagement state of the lockup clutch 62 can be switched by an index other than the engagement rate Rc. For example, when the lockup clutch 62 is in the engaged state when the triple polymerization state is detected or predicted, the state may be switched to the released state (engagement rate Rc = 0). On the contrary, when the lockup clutch 62 is in the released state when the triple polymerization state is detected or predicted, the state may be switched to the engaged state (predetermined value other than the engagement rate Rc = 0).

  In the second embodiment, when the triple polymerization state occurs (S22 in FIG. 8: TRUE), both the switching of the belt resonance frequency frb (S23) and the switching rate Rc of the lockup clutch 62 (S24) are performed. It was. However, for example, from the viewpoint of suppressing the triple polymerization state by switching the engagement state of the lockup clutch 62, the present invention is not limited to this. For example, when the engagement rate Rc of the lockup clutch 62 is switched, it is possible not to switch the belt resonance frequency frb.

  In the third embodiment, the map 330 is switched based on the inclination angle A of the traveling road (S32 in FIG. 10). However, for example, from the viewpoint of switching the map 330 according to changes in the vehicle 10B itself or the surrounding environment, the present invention is not limited to this. For example, the map 330 may be switched according to the driving state (two-wheel driving / four-wheel driving) of the vehicle 10B.

  Alternatively, the map 330 can be switched according to the state of the lockup clutch 62 (connected state / disconnected state). As described above, the propeller shaft resonance frequencies frp1 and frp2 depend on the state of the lockup clutch 62 (connected state / disconnected state). Therefore, when the lock-up clutch 62 is in the connected state, the characteristic corresponds to the resonance frequency frp1 and the resonance frequency frp2 can not be reflected. Similarly, when the lockup clutch 62 is in a disconnected state, the characteristic corresponds to the resonance frequency frp2 and the resonance frequency frp1 can not be reflected. Alternatively, the map 330 can be switched based on the fluctuation amount Q of the propeller shaft 40.

  In the third embodiment, the map 330 is switched based on the inclination angle A of the traveling road (S32 in FIG. 10). However, for example, from the viewpoint of switching the map 330 according to the inclination of the travel path, the present invention is not limited to this. For example, when a map database of a navigation device (not shown) has road inclination information (flat road, uphill, downhill, etc.), it is also possible to determine the inclination of the traveling road using the inclination information.

<D-7. Other>
In the third embodiment, the vibration / noise suppression control is performed according to the flow shown in FIG. However, for example, when the effect of the present invention can be obtained, the content of the flow (the order of each step) is not limited to this. For example, the vehicle speed V and the engine frequency fe can be acquired after step S32. The same applies to the first and second embodiments.

  In each of the above embodiments, there is a case where the equal sign is included and a case where the equal sign is not included in the comparison of numerical values (S22 in FIG. 8). However, for example, if there is no special meaning including or removing the equal sign (in other words, the effect of the present invention can be obtained), it is optional whether or not the equal sign is included in the comparison of numerical values. Can be set.

  In that sense, for example, it is determined whether or not the variation amount Q in step S22 of FIG. 8 is greater than or equal to the variation amount threshold value THq (Q ≧ THq), and whether or not the variation amount Q exceeds the variation amount threshold value THq. (Q> THq).

10, 10A, 10B ... Vehicle 30 ... Engine (rotation drive source)
36l, 36r ... front wheels (wheels)
40 ... Propeller shaft (torque transmission rotor)
48l, 48r ... rear wheels (wheels) 62 ... lock-up clutch 64 ... continuously variable transmission 70 ... drive pulley 72 ... driven pulley 74 ... endless belts 122, 122a, 122b ... ECU (control device)
132 ... Vehicle speed sensor 134 ... Engine frequency sensor (drive source frequency sensor)
164 ... Storage unit 210 ... Fluctuation amount sensor (rotary body fluctuation amount sensor)
250 ... Inclination sensor (inclination determination unit) 330 ... Map A ... Inclination angle (inclination)
fe ... Engine rotation frequency (drive source frequency)
fh: harmonic frequency Fp: pressing force between elements (force acting on the endless belt in the moving direction of the endless belt)
frb ... belt resonance frequency frp ... propeller shaft resonance frequency (rotating body resonance frequency)
Ft: Ring tension (force acting on the endless belt in the moving direction of the endless belt)
Q ... Fluctuation amount V ... Vehicle speed

Claims (9)

A rotational drive source for generating vehicle drive torque;
A continuously variable transmission that is disposed in a power transmission path from the rotational drive source to the wheel and includes a drive pulley, a driven pulley, and an endless belt;
A torque transmission rotating body that transmits the driving torque in the power transmission path;
A drive source frequency sensor for obtaining a drive source frequency which is a rotation frequency of the rotary drive source;
A control device for controlling the continuously variable transmission,
When the harmonic frequency of the drive source frequency is a harmonic frequency, the resonance frequency of the torque transmission rotor is a rotor resonance frequency, and the resonance frequency of the endless belt is a belt resonance frequency, the control device is The vehicle, wherein the belt resonance frequency is controlled so as to suppress a triple polymerization state in which a drive source frequency or the harmonic frequency, the rotator resonance frequency, and the belt resonance frequency match or approximate. The vehicle according to claim 1,
The control device, when detecting or predicting the triple polymerization state, temporarily changes a force acting on the endless belt in a moving direction of the endless belt to temporarily change the belt resonance frequency. Vehicle. In the vehicle according to claim 1 or 2,
The vehicle includes a vehicle speed sensor that acquires a vehicle speed of the vehicle,
The control device includes a storage unit that stores a map that defines a relationship between the combination of the drive source frequency and the vehicle speed and the triple polymerization state,
Further, the control device detects or predicts the triple polymerization state based on a combination of the drive source frequency and the vehicle speed in the map. The vehicle according to any one of claims 1 to 3,
The vehicle includes a rotating body fluctuation amount sensor that acquires a rotating body fluctuation amount that is a fluctuation amount of the torque transmission rotating body,
The control device detects or predicts the triple polymerization state based on the rotating body fluctuation amount. The vehicle according to claim 3, wherein
The vehicle includes a rotating body fluctuation amount sensor that acquires a rotating body fluctuation amount that is a fluctuation amount of the torque transmission rotating body,
The storage unit stores a plurality of maps defining the relationship between the combination of the drive source frequency and the vehicle speed and the triple polymerization state for each of the rotating body fluctuation amounts,
The vehicle, wherein the control device switches the map based on the rotating body fluctuation amount. The vehicle according to any one of claims 1 to 5,
The vehicle can switch between a four-wheel drive state and a two-wheel drive state,
The rotational drive source is an engine;
The torque transmission rotating body is a propeller shaft,
The control device executes switching of the belt resonance frequency for suppressing the triple polymerization state on the condition that the vehicle is in the two-wheel drive state. The vehicle according to claim 3, wherein
The vehicle includes an inclination determination unit that determines an inclination of a traveling path of the vehicle,
The storage unit stores a plurality of maps for each inclination that define a relationship between the combination of the drive source frequency and the vehicle speed and the triple polymerization state,
The control device switches the map according to the inclination. The vehicle according to any one of claims 1 to 7,
The vehicle includes a lock-up clutch,
The control device, when detecting or predicting the triple polymerization state, changes the engagement state of the lock-up clutch. A rotational drive source for generating vehicle drive torque;
A continuously variable transmission that is disposed in a power transmission path from the rotational drive source to the wheel and includes a drive pulley, a driven pulley, and an endless belt;
A torque transmission rotating body that transmits the driving torque in the power transmission path;
A drive source frequency sensor for obtaining a drive source frequency which is a rotation frequency of the rotary drive source;
A control method for a vehicle comprising: a control device that controls the continuously variable transmission,
When the harmonic frequency of the drive source frequency is a harmonic frequency, the resonance frequency of the torque transmission rotor is a rotor resonance frequency, and the resonance frequency of the endless belt is a belt resonance frequency, the control device is Controlling the belt resonance frequency so as to suppress a triple polymerization state in which the drive source frequency or the harmonic frequency, the rotating body resonance frequency, and the belt resonance frequency coincide with or approximate to each other. Method.

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