US20170341655A1 - Vehicle noise and vibration interface optimization - Google Patents
Vehicle noise and vibration interface optimization Download PDFInfo
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- US20170341655A1 US20170341655A1 US15/163,251 US201615163251A US2017341655A1 US 20170341655 A1 US20170341655 A1 US 20170341655A1 US 201615163251 A US201615163251 A US 201615163251A US 2017341655 A1 US2017341655 A1 US 2017341655A1
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- 238000005457 optimization Methods 0.000 title description 2
- 238000000034 method Methods 0.000 claims abstract description 51
- 239000000446 fuel Substances 0.000 claims abstract description 21
- 238000012544 monitoring process Methods 0.000 claims abstract description 15
- 230000005540 biological transmission Effects 0.000 description 9
- 101100156282 Neurospora crassa (strain ATCC 24698 / 74-OR23-1A / CBS 708.71 / DSM 1257 / FGSC 987) vib-1 gene Proteins 0.000 description 3
- 238000010304 firing Methods 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/023—Fluid clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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- B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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- B60Y2300/18—Propelling the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/52—Engine fuel consumption
Definitions
- the present disclosure relates to vehicle noise and vibration interface optimization.
- a typical vehicle includes many components.
- the components that make up the vehicle's powertrain may include, for example, an engine, a transmission, and a torque converter that transfers torque from the engine to the transmission.
- the performance of the engine, torque converter and transmission are adjusted for optimal fuel economy for various operating conditions.
- the powertrain components may produce disturbances such as noise and vibrations that is noticed by the occupants in the passenger compartment of the vehicle. Some of these disturbances may be sufficient to yield customer complaints.
- a method of optimizing fuel economy and reduced noise and vibration levels in a vehicle includes one or more of the following steps: evaluating an engine speed and a speed of the vehicle, determining if the engine speed and the speed of the vehicle produces a noise level that causes a potential customer complaint, monitoring the noise level in the vehicle, calculating the engine operating condition that causes the noise level, determining if the noise level is above a threshold, adjusting an engine torque or a slip condition of a torque converter for optimal vehicle fuel economy if the noise level is at or below the threshold, and, if the noise level is above the threshold, adjusting the engine torque or the slip condition of the torque converter such that the noise level is at or below the threshold.
- the method of optimizing fuel economy and reduced noise and vibration levels in a vehicle may be further characterized by one or any combination of the following features: the noise level is monitored with a microphone; determining if the vehicle is operating at a particular operating condition that generates a vibration level, VIB1; monitoring the vibration level with a first sensor if the vehicle is operating at a particular operating condition that generates vibration level, VIB1; the first sensor monitors vibrations levels at a steering wheel of the vehicle; the first sensor is an accelerometer; calculating the engine operating condition that generates the vibration level, VIB1; determining if the vibration level determined with the first sensor is above a threshold requirement, and, if the vibration level is above the threshold, adjusting the torque of the engine or the slip of the torque converter to reduce the vibration level to a level at or below the threshold; determining if the vehicle is operating at a particular operating condition that generates another vibration level, VIB′2; monitoring the vibration level with a second sensor if the vehicle is operating at a particular operating condition that generates vibration level,
- a method of optimizing fuel economy and reduced noise and vibration levels in a vehicle includes one or more of the following steps: monitoring the noise level in the vehicle with a first sensor, adjusting an engine torque or a slip condition of a torque converter for optimal vehicle fuel economy if the noise level is at or below the threshold, and, if the noise level is above the threshold, adjusting the engine torque or the slip condition of the torque converter such that the noise level is at or below the threshold.
- the method of optimizing fuel economy and reduced noise and vibration levels in a vehicle may be further characterized by one or any combination of the following features: monitoring the vibration level in the vehicle with an second sensor and, if the vibration level is above a second threshold, adjusting the engine torque or the slip condition of the torque converter such that the vibration level is at or below the second threshold; monitoring the vibration level in the vehicle with an third sensor and, if the vibration level is above a third threshold, adjusting the engine torque or the slip condition of the torque converter such that the vibration level is at or below the third threshold; and the first sensor is a microphone and the second sensor and the third sensor are accelerometers.
- an interface device optimizing fuel economy and reduced noise and vibration levels in a vehicle includes a controller with a computer-readable storage medium storing a program that causes the controller to: monitor the noise level in the vehicle with a first sensor; adjust an engine torque or a slip condition of a torque converter for optimal vehicle fuel economy if the noise level is at or below the threshold; and, if the noise level is above the threshold, adjust the engine torque or the slip condition of the torque converter such that the noise level is at or below the threshold.
- This aspect may be further characterized by one or any combination of the features described herein, such as: the controller monitors the vibration level in the vehicle with an second sensor and, if the vibration level is above a second threshold, adjusts the engine torque or the slip condition of the torque converter such that the vibration level is at or below the second threshold; and the controller monitors the vibration level in the vehicle with an third sensor and, if the vibration level is above a third threshold, adjusting the engine torque or the slip condition of the torque converter such that the vibration level is at or below the third threshold.
- FIG. 1 is schematic overview of a powertrain for a motor vehicle in accordance with the principles of the present invention.
- FIG. 2 is flow diagram of a process of operating the powertrain.
- FIG. 1 a schematic of a vehicle with an interface that optimizes vehicle noise and vibration embodying the principles of the present invention is illustrated therein and designated at 10 .
- the vehicle includes a powertrain 11 with an engine 12 and a torque converter 14 that transfers torque to a transmission 16 .
- the transmission 16 supplies various gear or speed ratios to a set of forward wheels 20 through a forward drive axle 18 .
- the transmission 16 also supplies various gear or speed ratios through a drive shaft 22 to a differential 24 , which, in turn, provides torque to a set of rear wheels 28 through a rear drive axle 26 .
- the vehicle 10 shown in FIG. 1 includes a powertrain 11 that transmits torque to all four wheels, those skilled in the art will appreciate that the vehicle 10 can be a front-wheel drive vehicle of a rea-wheel drive vehicle.
- the engine 12 can be a prime mover without departing from the scope of the present invention.
- the engine 10 can be a conventional internal combustion engine or an electric engine. Further, the invention is not limited to the engine 12 , torque converter 14 and transmission 16 arrangement shown in FIG. 1 . Other arrangements are contemplated as well.
- the torque converter may be incorporated in the transmission or may be located on the side of the side of the engine and the transmission.
- the vehicle 10 further includes a controller 30 that monitors and controls the operation of the powertrain 11 .
- the controller 30 receives signals from motion sensors 32 and 34 , such as, accelerometers and a microphone 35 .
- the accelerometers 32 and 34 and the microphone 35 are located in any suitable location within a passenger compartment 36 of the vehicle 10 in which the driver and passengers reside during the operation of the vehicle 10 .
- the controller 30 receives signals from motion sensors 32 and 34 , such as, accelerometers and a microphone 35 .
- the accelerometers 32 and 34 and the microphone 35 are located in any suitable location within a passenger compartment 36 of the vehicle 10 in which the driver and passengers reside during the operation of the vehicle 10 .
- the controller 30 receives signals from motion sensors 32 and 34 , such as, accelerometers and a microphone 35 .
- the accelerometers 32 and 34 and the microphone 35 are located in any suitable location within a passenger compartment 36 of the vehicle 10 in which the driver and passengers reside during the operation of the vehicle 10 .
- the controller 30 receives signals from
- the accelerometers 32 and 34 and the microphone 35 monitor disturbances in the cabin 36 and transmit signals associated with the disturbances to the controller 30 to optimize engine parameters for maximum fuel economy and acceptable noise and vibration (NV) performance for the vehicle 10 .
- the controller in some arrangements is a computer processor with a computer-readable storage medium that stores the program or algorithm, such as, for example, an active noise control (ANC) algorithm.
- the ANC algorithm causes the controller to implement a process that employs the input signals from the accelerometers 32 and 34 and the microphone 36 to optimize the amount of slip in the torque converter 14 and/or engine brake torque limits as described below in greater detail.
- the process 100 begins with a step 102 that determines a particular vehicle operating condition that may result in a potential customer complaint.
- the operating condition may be a particular engine rpm or a particular vehicle speed.
- Step 102 receives output signals regarding the rpm/speed/torque of the vehicle (step 104 ) and determines if the vehicle is operating at the particular operating condition which may generate a customer complaint.
- the process 100 then proceeds to a step 106 and monitors the noise level in the passenger compartment 36 with the microphone 35 . Such noise monitoring assumes the worst case parameter that influences fuel economy.
- the process 100 evaluates the operating order of the engine 12 in a step 108 employing engine rpm information from a step 110 and the monitoring information from the step 106 . Specifically, the step 108 calculates the firing conditions of the engine 12 that generates the excitation frequency causing the noise problem determined in the step 106 .
- the process 100 then proceeds to a decision step 112 and determines if the noise level determined with the microphone 35 within the passenger compartment 36 is above a threshold requirement. If the sound level is above the threshold, the process 100 proceeds to a step 116 and adjusts the torque of the engine 12 and/or the slip of the torque converter 14 to reduce the sound level to a level at or below threshold. If, however, the step 112 determines the sound level is at or below the threshold requirement, the process 100 proceeds to a step 114 and adjusts the torque of the engine 12 and/or the slip of the torque converter 14 for optimal fuel economy.
- the process 100 proceeds to a decision step 118 where the process 100 determines if the vehicle 10 is operating at a particular operating condition that generates vibration levels, VIB′1, in the passenger compartment 36 that may elicit a customer complaint. If the decision is no, the process 100 proceeds to another decision step 130 where the process 100 determines if the vehicle 10 is operating at a particular operating condition that generates other vibration levels, VIB′2, in the passenger compartment that may elicit a customer complaint. If the decision in the step 118 is yes, the process 100 monitors the vibration level with the accelerometer 32 . In the arrangement shown in FIG. 2 , the accelerometer 32 monitors the vibration level of the steering wheel.
- a step 122 the process 100 receives rpm information from a step 124 and information from the step 120 to evaluate the operating order of the engine 12 . That is, the step 122 calculates the firing conditions of the engine 12 that generates the vibration levels causing the noise problem determined in the step 120 .
- a decision step 126 the process 100 determines if the vibration level determined with the accelerometer 32 within the passenger compartment 36 is above a threshold requirement. If the vibration level is above the threshold, the process 100 proceeds to a step 126 and adjusts the torque of the engine 12 and/or the slip of the torque converter 14 to reduce the sound level to a level at or below the threshold. If, however, the step 126 determines the sound level is at or below the threshold requirement, the process 100 proceeds to the step 130 .
- the process 100 determines if the vehicle 10 is operating at a particular operating condition that generates other vibration levels, VIB′2, in the passenger compartment 36 that may elicit a customer complaint. If the decision in the step 118 is yes, the process 100 monitors the vibration level with the accelerometer 34 . In the arrangement shown in FIG. 2 , the accelerometer 34 monitors the vibration level of the driver's seat track.
- the process 100 receives rpm information from a step 136 and information from the step 132 to evaluate the operating order of the engine 12 . That is, the step 132 calculates the firing conditions of the engine 12 that generates the vibration levels causing the noise problem determined in the step 132 .
- a decision step 138 the process 100 determines if the vibration level determined with the accelerometer 34 within the passenger compartment 36 is above a threshold requirement. If the vibration level is above the threshold, the process 100 proceeds to a step 140 and adjusts the torque of the engine 12 and/or the slip of the torque converter 14 to reduce the sound level to a level at or below the threshold. If, however, the step 138 determines the sound level is at or below the threshold requirement, the process 100 proceeds to the step 130 , where the process 100 determines that the task of optimizing fuel economy and reduced noise/vibration levels is complete.
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- Automation & Control Theory (AREA)
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- Combustion & Propulsion (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
- The present disclosure relates to vehicle noise and vibration interface optimization.
- The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.
- A typical vehicle includes many components. The components that make up the vehicle's powertrain may include, for example, an engine, a transmission, and a torque converter that transfers torque from the engine to the transmission. In general, the performance of the engine, torque converter and transmission are adjusted for optimal fuel economy for various operating conditions. Under certain operating conditions, however, the powertrain components may produce disturbances such as noise and vibrations that is noticed by the occupants in the passenger compartment of the vehicle. Some of these disturbances may be sufficient to yield customer complaints.
- Accordingly, there is a need in the art for a process that adjusts the performance of the powertrain components to minimize disturbances in the passenger compartment caused by the operation of the powertrain components.
- In one aspect of the present invention a method of optimizing fuel economy and reduced noise and vibration levels in a vehicle includes one or more of the following steps: evaluating an engine speed and a speed of the vehicle, determining if the engine speed and the speed of the vehicle produces a noise level that causes a potential customer complaint, monitoring the noise level in the vehicle, calculating the engine operating condition that causes the noise level, determining if the noise level is above a threshold, adjusting an engine torque or a slip condition of a torque converter for optimal vehicle fuel economy if the noise level is at or below the threshold, and, if the noise level is above the threshold, adjusting the engine torque or the slip condition of the torque converter such that the noise level is at or below the threshold.
- The method of optimizing fuel economy and reduced noise and vibration levels in a vehicle may be further characterized by one or any combination of the following features: the noise level is monitored with a microphone; determining if the vehicle is operating at a particular operating condition that generates a vibration level, VIB1; monitoring the vibration level with a first sensor if the vehicle is operating at a particular operating condition that generates vibration level, VIB1; the first sensor monitors vibrations levels at a steering wheel of the vehicle; the first sensor is an accelerometer; calculating the engine operating condition that generates the vibration level, VIB1; determining if the vibration level determined with the first sensor is above a threshold requirement, and, if the vibration level is above the threshold, adjusting the torque of the engine or the slip of the torque converter to reduce the vibration level to a level at or below the threshold; determining if the vehicle is operating at a particular operating condition that generates another vibration level, VIB′2; monitoring the vibration level with a second sensor if the vehicle is operating at a particular operating condition that generates vibration level, VIB′2; the second sensor monitors vibrations levels at a driver's seat track; the second sensor is an accelerometer; calculating the engine operating condition that generates the vibration level, VIB′2; determining if the vibration level determined with the second sensor is above a threshold requirement, and, if the vibration level is above the threshold, adjusting the torque of the engine or the slip of the torque converter to reduce the vibration level to a level at or below the threshold.
- Pursuant to another aspect of the present invention, a method of optimizing fuel economy and reduced noise and vibration levels in a vehicle includes one or more of the following steps: monitoring the noise level in the vehicle with a first sensor, adjusting an engine torque or a slip condition of a torque converter for optimal vehicle fuel economy if the noise level is at or below the threshold, and, if the noise level is above the threshold, adjusting the engine torque or the slip condition of the torque converter such that the noise level is at or below the threshold.
- The method of optimizing fuel economy and reduced noise and vibration levels in a vehicle may be further characterized by one or any combination of the following features: monitoring the vibration level in the vehicle with an second sensor and, if the vibration level is above a second threshold, adjusting the engine torque or the slip condition of the torque converter such that the vibration level is at or below the second threshold; monitoring the vibration level in the vehicle with an third sensor and, if the vibration level is above a third threshold, adjusting the engine torque or the slip condition of the torque converter such that the vibration level is at or below the third threshold; and the first sensor is a microphone and the second sensor and the third sensor are accelerometers.
- Pursuant to yet another aspect of the present invention, an interface device optimizing fuel economy and reduced noise and vibration levels in a vehicle includes a controller with a computer-readable storage medium storing a program that causes the controller to: monitor the noise level in the vehicle with a first sensor; adjust an engine torque or a slip condition of a torque converter for optimal vehicle fuel economy if the noise level is at or below the threshold; and, if the noise level is above the threshold, adjust the engine torque or the slip condition of the torque converter such that the noise level is at or below the threshold.
- This aspect may be further characterized by one or any combination of the features described herein, such as: the controller monitors the vibration level in the vehicle with an second sensor and, if the vibration level is above a second threshold, adjusts the engine torque or the slip condition of the torque converter such that the vibration level is at or below the second threshold; and the controller monitors the vibration level in the vehicle with an third sensor and, if the vibration level is above a third threshold, adjusting the engine torque or the slip condition of the torque converter such that the vibration level is at or below the third threshold.
- Further features, advantages, and areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
- The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention. In the drawings:
-
FIG. 1 is schematic overview of a powertrain for a motor vehicle in accordance with the principles of the present invention; and -
FIG. 2 is flow diagram of a process of operating the powertrain. - The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.
- Referring now to
FIG. 1 , a schematic of a vehicle with an interface that optimizes vehicle noise and vibration embodying the principles of the present invention is illustrated therein and designated at 10. - The vehicle includes a
powertrain 11 with anengine 12 and atorque converter 14 that transfers torque to atransmission 16. Thetransmission 16 supplies various gear or speed ratios to a set offorward wheels 20 through aforward drive axle 18. Thetransmission 16 also supplies various gear or speed ratios through adrive shaft 22 to adifferential 24, which, in turn, provides torque to a set ofrear wheels 28 through arear drive axle 26. Although, thevehicle 10 shown inFIG. 1 includes apowertrain 11 that transmits torque to all four wheels, those skilled in the art will appreciate that thevehicle 10 can be a front-wheel drive vehicle of a rea-wheel drive vehicle. Theengine 12 can be a prime mover without departing from the scope of the present invention. For example, theengine 10 can be a conventional internal combustion engine or an electric engine. Further, the invention is not limited to theengine 12,torque converter 14 andtransmission 16 arrangement shown inFIG. 1 . Other arrangements are contemplated as well. For example, the torque converter may be incorporated in the transmission or may be located on the side of the side of the engine and the transmission. - The
vehicle 10 further includes acontroller 30 that monitors and controls the operation of thepowertrain 11. In the arrangement shown inFIG. 1 , thecontroller 30 receives signals frommotion sensors microphone 35. Theaccelerometers microphone 35 are located in any suitable location within apassenger compartment 36 of thevehicle 10 in which the driver and passengers reside during the operation of thevehicle 10. For example, the - As described in greater detail below, the
accelerometers microphone 35 monitor disturbances in thecabin 36 and transmit signals associated with the disturbances to thecontroller 30 to optimize engine parameters for maximum fuel economy and acceptable noise and vibration (NV) performance for thevehicle 10. The controller in some arrangements is a computer processor with a computer-readable storage medium that stores the program or algorithm, such as, for example, an active noise control (ANC) algorithm. The ANC algorithm causes the controller to implement a process that employs the input signals from theaccelerometers microphone 36 to optimize the amount of slip in thetorque converter 14 and/or engine brake torque limits as described below in greater detail. - Turning now to
FIG. 2 , there is shown aprocess 100 that is implemented in thecontroller 30. Theprocess 100 begins with astep 102 that determines a particular vehicle operating condition that may result in a potential customer complaint. For example, the operating condition may be a particular engine rpm or a particular vehicle speed.Step 102 receives output signals regarding the rpm/speed/torque of the vehicle (step 104) and determines if the vehicle is operating at the particular operating condition which may generate a customer complaint. Theprocess 100 then proceeds to astep 106 and monitors the noise level in thepassenger compartment 36 with themicrophone 35. Such noise monitoring assumes the worst case parameter that influences fuel economy. - Next, the
process 100 evaluates the operating order of theengine 12 in astep 108 employing engine rpm information from astep 110 and the monitoring information from thestep 106. Specifically, thestep 108 calculates the firing conditions of theengine 12 that generates the excitation frequency causing the noise problem determined in thestep 106. - The
process 100 then proceeds to adecision step 112 and determines if the noise level determined with themicrophone 35 within thepassenger compartment 36 is above a threshold requirement. If the sound level is above the threshold, theprocess 100 proceeds to astep 116 and adjusts the torque of theengine 12 and/or the slip of thetorque converter 14 to reduce the sound level to a level at or below threshold. If, however, thestep 112 determines the sound level is at or below the threshold requirement, theprocess 100 proceeds to astep 114 and adjusts the torque of theengine 12 and/or the slip of thetorque converter 14 for optimal fuel economy. - Subsequently, the
process 100 proceeds to adecision step 118 where theprocess 100 determines if thevehicle 10 is operating at a particular operating condition that generates vibration levels, VIB′1, in thepassenger compartment 36 that may elicit a customer complaint. If the decision is no, theprocess 100 proceeds to anotherdecision step 130 where theprocess 100 determines if thevehicle 10 is operating at a particular operating condition that generates other vibration levels, VIB′2, in the passenger compartment that may elicit a customer complaint. If the decision in thestep 118 is yes, theprocess 100 monitors the vibration level with theaccelerometer 32. In the arrangement shown inFIG. 2 , theaccelerometer 32 monitors the vibration level of the steering wheel. Next, in astep 122, theprocess 100 receives rpm information from astep 124 and information from thestep 120 to evaluate the operating order of theengine 12. That is, thestep 122 calculates the firing conditions of theengine 12 that generates the vibration levels causing the noise problem determined in thestep 120. - Next, in a
decision step 126 theprocess 100 determines if the vibration level determined with theaccelerometer 32 within thepassenger compartment 36 is above a threshold requirement. If the vibration level is above the threshold, theprocess 100 proceeds to astep 126 and adjusts the torque of theengine 12 and/or the slip of thetorque converter 14 to reduce the sound level to a level at or below the threshold. If, however, thestep 126 determines the sound level is at or below the threshold requirement, theprocess 100 proceeds to thestep 130. - At the
step 130, theprocess 100 determines if thevehicle 10 is operating at a particular operating condition that generates other vibration levels, VIB′2, in thepassenger compartment 36 that may elicit a customer complaint. If the decision in thestep 118 is yes, theprocess 100 monitors the vibration level with theaccelerometer 34. In the arrangement shown inFIG. 2 , theaccelerometer 34 monitors the vibration level of the driver's seat track. Next, in astep 134, theprocess 100 receives rpm information from astep 136 and information from thestep 132 to evaluate the operating order of theengine 12. That is, thestep 132 calculates the firing conditions of theengine 12 that generates the vibration levels causing the noise problem determined in thestep 132. - Next, in a
decision step 138 theprocess 100 determines if the vibration level determined with theaccelerometer 34 within thepassenger compartment 36 is above a threshold requirement. If the vibration level is above the threshold, theprocess 100 proceeds to astep 140 and adjusts the torque of theengine 12 and/or the slip of thetorque converter 14 to reduce the sound level to a level at or below the threshold. If, however, thestep 138 determines the sound level is at or below the threshold requirement, theprocess 100 proceeds to thestep 130, where theprocess 100 determines that the task of optimizing fuel economy and reduced noise/vibration levels is complete. - The description of the invention is merely exemplary in nature and variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.
Claims (20)
Priority Applications (3)
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US15/163,251 US9827989B1 (en) | 2016-05-24 | 2016-05-24 | Vehicle noise and vibration interface optimization |
CN201710316351.7A CN107415950B (en) | 2016-05-24 | 2017-05-05 | Vehicle noise and vibration interface optimization |
DE102017111165.4A DE102017111165A1 (en) | 2016-05-24 | 2017-05-22 | VEHICLE NOISE AND VIBRATION INTERFACE OPTIMIZATION |
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US15/163,251 US9827989B1 (en) | 2016-05-24 | 2016-05-24 | Vehicle noise and vibration interface optimization |
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US9827989B1 US9827989B1 (en) | 2017-11-28 |
US20170341655A1 true US20170341655A1 (en) | 2017-11-30 |
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CN (1) | CN107415950B (en) |
DE (1) | DE102017111165A1 (en) |
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JP6528743B2 (en) * | 2016-08-26 | 2019-06-12 | トヨタ自動車株式会社 | Vehicle control device |
US10543836B2 (en) * | 2017-05-22 | 2020-01-28 | Ford Global Technologies, Llc | Torque converter control for a variable displacement engine |
JP6930445B2 (en) * | 2018-01-30 | 2021-09-01 | トヨタ自動車株式会社 | Hybrid vehicle |
US10347236B1 (en) * | 2018-02-28 | 2019-07-09 | Harman International Industries, Incorporated | Method and apparatus for continuously optimized road noise cancellation |
CN110316118A (en) * | 2018-03-30 | 2019-10-11 | 潍柴动力股份有限公司 | A kind of noise control method and device |
CN110487546B (en) * | 2018-05-10 | 2021-12-14 | 上汽通用汽车有限公司 | Gearbox knocking noise testing method, testing device and evaluation method |
US20200070829A1 (en) * | 2018-09-04 | 2020-03-05 | GM Global Technology Operations LLC | Method and apparatus for interior noise sensing for efficient noise and vibration performance |
CN112443435A (en) * | 2019-09-05 | 2021-03-05 | 北汽福田汽车股份有限公司 | Noise control system, method and device and automobile |
JP7396310B2 (en) * | 2021-02-03 | 2023-12-12 | トヨタ自動車株式会社 | hybrid vehicle |
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US7232401B2 (en) * | 2004-01-28 | 2007-06-19 | General Motors Corporation | Method of compensating torque at cylinder switching on a DOD engine with electric parallel hybrid |
US7509201B2 (en) * | 2005-01-26 | 2009-03-24 | General Motors Corporation | Sensor feedback control for noise and vibration |
JP4341608B2 (en) * | 2005-11-01 | 2009-10-07 | トヨタ自動車株式会社 | Engine sound control device |
JP2009248728A (en) * | 2008-04-04 | 2009-10-29 | Aisin Ai Co Ltd | Control method in hybrid power device |
AU2011369073B2 (en) * | 2011-05-26 | 2015-08-13 | Toyota Jidosha Kabushiki Kaisha | Vibration damping control device |
US8978378B2 (en) * | 2011-10-20 | 2015-03-17 | Ford Global Technologies, Llc | Method and system for reducing turbocharger noise during cold start |
DE102012004585A1 (en) * | 2012-03-09 | 2013-09-12 | Man Truck & Bus Ag | Schallabstrahlreduziertes motor vehicle |
US9393954B2 (en) * | 2012-05-04 | 2016-07-19 | Ford Global Technologies, Llc | Methods and systems for engine stopping |
WO2014028344A2 (en) * | 2012-08-13 | 2014-02-20 | Tula Technology, Inc. | Drive train slip for vibration mitigation during skip fire operation |
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2017
- 2017-05-05 CN CN201710316351.7A patent/CN107415950B/en not_active Expired - Fee Related
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US9827989B1 (en) | 2017-11-28 |
CN107415950B (en) | 2020-03-17 |
CN107415950A (en) | 2017-12-01 |
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