WO2013051118A1

WO2013051118A1 - Vehicular vibration-reduction device

Info

Publication number: WO2013051118A1
Application number: PCT/JP2011/073008
Authority: WO
Inventors: 村田　清仁
Original assignee: トヨタ自動車株式会社
Priority date: 2011-10-05
Filing date: 2011-10-05
Publication date: 2013-04-11

Abstract

This vehicular vibration-reduction device (1) comprises: an inertial mass body (30) that is provided in parallel to the power-transmitting path of a power-transmitting device (5) from a travel drive source (4) of a vehicle (2) to the driving wheels (10) thereof, the inertial mass body (30) being connected to the rotary shaft (13) of the power-transmitting device (5), which is capable of transmitting rotary power from the travel drive source (4) to the driving wheels (10), in a manner such that power can be transmitted to the inertial mass body; and a continuously variable transmission (60) that is provided in the power-transmitting path between the rotary shaft (13) and the inertial mass body (30) and that is capable of changing the speed of the rotary power from the rotary shaft (13) and transmitting the rotary power to the inertial mass body (30) and also capable of steplessly changing the speed-change ratio for changing said speed. The inertial mass body (30) is capable of storing, as inertial energy, the transmitted rotary power. Thus, the vehicular vibration-reduction device (1) achieves the effect of appropriately reducing vibrations.

Description

Vehicle vibration reduction device

The present invention relates to a vehicle vibration reduction device.

As an apparatus that is mounted on a vehicle and reduces vibrations generated in the vehicle, for example, Patent Document 1 includes an internal combustion engine, a transmission shaft that transmits output torque of the internal combustion engine to a drive shaft of the vehicle, and a transmission shaft. A drive system rotation fluctuation reducing device that reduces rotation fluctuation of a drive system having a transmission is disclosed. This drive system rotation fluctuation reducing device includes variable means for making the inertia of the transmission shaft variable, and control means for controlling the variable means. In this drive system rotation fluctuation reducing device, a damper that absorbs fluctuations in output torque is provided on the internal combustion engine side of the transmission shaft of the transmission shaft, and the variable means is disposed on the transmission side of the damper. The inertia of the transmission shaft is variable. As a result, the drive system rotation fluctuation reducing device increases the inertia of the transmission shaft on the transmission side relative to the damper, thereby suppressing the decrease in the frequency of the primary eigenvalue mode in the torsional vibration mode of the drive system. However, it is possible to increase the inertia of the transmission shaft. As a result, the drive system rotation fluctuation reducing device can reduce the drive system rotation fluctuation while suppressing a decrease in vehicle response.

JP 2010-001905 A

Incidentally, the drive system rotation fluctuation reducing device described in Patent Document 1 as described above has room for further improvement in terms of, for example, more appropriate vibration reduction.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle vibration reduction device that can appropriately reduce vibration.

In order to achieve the above object, a vehicle vibration reduction device according to the present invention provides a power transmission device capable of transmitting rotational power from a driving source for traveling to a driving wheel from the driving source for traveling to the driving wheel. An inertia mass body provided in parallel to the power transmission path of the power transmission device and coupled to the rotation shaft of the power transmission device so as to transmit power, and provided on a power transmission path between the rotation shaft and the inertia mass body. And a continuously variable transmission capable of changing the transmission ratio of the rotary shaft and changing the transmission gear ratio when changing the speed continuously. Is characterized in that the transmitted rotational power can be stored as inertial energy.

The vehicle vibration reducing device includes a first control device that controls the continuously variable transmission, and the continuously variable transmission adjusts the rotation of the inertial mass body by changing the speed ratio. The inertial mass of the inertial mass body is variable, and the first control device controls the continuously variable transmission to store the inertial energy or release the inertial energy. it can.

Further, in the above-described vehicle vibration reduction device, a rotating electrical machine provided in an input member of the continuously variable transmission, and an output member of the continuously variable transmission are provided so as to be able to transmit power to the inertia mass body. And a pump capable of pressurizing the working fluid by power transmitted from the vehicle.

In the vehicle vibration reduction device, the rotating electrical machine engaging device that is switchable between a state in which the continuously variable transmission and the rotating electrical machine are engaged so as to transmit power and a state in which the engagement is released; A pump engagement device capable of switching between a state where the inertial mass body and the pump are engaged so as to transmit power and a state where the engagement is released may be provided.

In the vehicle vibration reducing device, the inertial energy accumulated in the inertial mass body may be converted into the kinetic energy of the vehicle, the electrical energy of the rotating electrical machine, or the pressure of the pump according to the state of the vehicle. A second control device capable of executing control to convert to energy can be provided.

In the vehicle vibration reducing device, when the vehicle is decelerated, the gear ratio of the continuously variable transmission is reduced, the rotational speed of the inertial mass body is increased, and the inertial energy is accumulated in the inertial mass body. When the vehicle is accelerated, power is generated by the driving source for driving, the transmission ratio of the continuously variable transmission is increased, the rotational speed of the inertial mass body is decreased, and the inertial energy accumulated in the inertial mass body is released to release the inertial energy. A third control device capable of executing control for regeneration by the rotating electrical machine can be provided.

In the vehicle vibration reduction device, the rotating shaft is an input shaft of a main transmission that shifts rotational power transmitted from the driving source for traveling to the driving wheels, and the pump is connected to the input shaft. The inertial mass body is provided so as to be able to transmit power, and may be operated in accordance with a differential rotation between the input shaft and the inertial mass body.

Further, the vehicle vibration reduction device may include an elastic body that connects the rotating shaft and the inertia mass body.

The vehicle vibration reduction device includes a reduction device engagement device capable of switching between a state in which the rotating shaft and the continuously variable transmission are engaged so as to be able to transmit power and a state in which the engagement is released. Can be.

The vehicle vibration reducing device according to the present invention has an effect that vibration can be appropriately reduced.

FIG. 1 is a schematic configuration diagram of a vehicle vibration reduction device according to the first embodiment. FIG. 2 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification. FIG. 3 is a schematic configuration diagram of the vehicle vibration reducing device according to the second embodiment. FIG. 4 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification. FIG. 5 is a schematic configuration diagram of the vehicle vibration reducing device according to the third embodiment. FIG. 6 is a schematic configuration diagram of the vehicle vibration reducing device according to the fourth embodiment. FIG. 7 is a flowchart illustrating an example of control during inertial running in the vehicle vibration reducing device according to the fourth embodiment. FIG. 8 is a flowchart illustrating an example of energy distribution control in the vehicle vibration reduction device according to the fourth embodiment. FIG. 9 is a flowchart illustrating an example of control in the vehicle vibration reduction device according to the fifth embodiment. FIG. 10 is a time chart for explaining an example of the operation in the vehicle vibration reducing device according to the fifth embodiment. FIG. 11 is a schematic configuration diagram of a vehicle vibration reducing device according to the sixth embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment 1]
FIG. 1 is a schematic configuration diagram of a vehicle vibration reduction device according to the first embodiment, and FIG. 2 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification.

In the following description, unless otherwise specified, directions along the rotation axes X1, X2, X3, and X4 are referred to as axial directions, respectively, and directions orthogonal to the rotation axes X1, X2, X3, and X4, that is, axes The directions orthogonal to the direction are each referred to as a radial direction, and the directions around the rotation axes X1, X2, X3, and X4 are referred to as circumferential directions. Further, in the radial direction, the rotation axis lines X1, X2, X3, and X4 are referred to as a radially inner side, and the opposite side is referred to as a radially outer side.

As shown in FIG. 1, the vehicle vibration reduction device 1 of the present embodiment is a resonance point adjustment device that is applied to a vehicle 2 and adjusts the resonance point (resonance frequency) of the power train 3 of the vehicle 2. This is an NVH (Noise-Vibration-Harness, noise / vibration / harshness) countermeasure device that reduces vibration generated in the vehicle 2. The vehicle vibration reduction device 1 typically adjusts the resonance point of the power train 3 by adjusting the inertial mass on the driven side by making the inertial mass of the rotating body 30 as the inertial mass variable and adjusting the NVH. Can be reduced to within an allowable range. Moreover, the vehicle vibration reduction device 1 of the present embodiment is also used as a travel energy storage device.

Here, the power train 3 of the vehicle 2 includes an engine 4 as an internal combustion engine that is a driving source for traveling, a power transmission device 5 that can transmit the rotational power generated by the engine 4 from the engine 4 to the drive wheels 10, and the like. Consists of including. The power transmission device 5 includes a clutch 6, a damper 7, a torque converter (not shown), a main transmission 8, a differential gear 9, and the like. For example, the power transmission device 5 can shift the rotational power from the engine 4 by the main transmission 8 and transmit it to the drive wheels 10 of the vehicle 2. The engine 4, the clutch 6, the main transmission 8, and the like are controlled by an ECU 11 as a first control device.

Therefore, when the crankshaft 4a of the engine 4 is rotationally driven, the vehicle 2 is shifted in speed by the driving force being input to the main transmission 8 via the clutch 6, the damper 7, a torque converter (not shown), and the like. Etc., and can be moved forward or backward by rotating each drive wheel 10. In addition, the vehicle 2 is equipped with a braking device 12 that causes the vehicle 2 to generate a braking force in response to a braking operation that is a braking request operation by the driver. The vehicle 2 can be decelerated and stopped by the braking force generated by the braking device 12.

Here, the clutch 6 is provided between the engine 4 and the drive wheel 10 in the power transmission system, and here, between the engine 4 and the damper 7. Various clutches can be used as the clutch 6, and for example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the clutch 6 is, for example, a hydraulic device that is operated by a clutch oil pressure that is a hydraulic oil pressure. The clutch 6 is engaged with the rotation member 6a on the engine 4 side and the rotation member 6b on the drive wheel 10 side so as to be able to transmit power, and engaged with the engine 4 and the drive wheel 10 so as to be able to transmit power. It is possible to switch to the released state in which the engagement is released. When the clutch 6 is in the engaged state, the rotating member 6 a and the rotating member 6 b are connected, and power transmission between the engine 4 and the drive wheel 10 is possible. On the other hand, when the clutch 6 is in the released state, the rotating member 6a and the rotating member 6b are disconnected, and the power transmission between the engine 4 and the drive wheel 10 is cut off. The clutch 6 is in a released state in which the engagement is released when the engagement force for engaging the rotation member 6a and the rotation member 6b is 0, and the half engagement state (slip state) is increased as the engagement force increases. After that, the state is completely engaged. Here, the rotating member 6a is a member that rotates integrally with the crankshaft 4a. On the other hand, the rotating member 6b is a member that rotates integrally with the transmission input shaft (input shaft) 13 via the damper 7 or the like.

Further, the main transmission 8 changes the gear ratio (speed stage) according to the traveling state of the vehicle 2. The main transmission 8 is provided in a power transmission path from the engine 4 to the drive wheels 10 and can change and output rotational power transmitted from the engine 4 to the drive wheels 10. The power transmitted to the main transmission 8 is shifted at a predetermined gear ratio (= input rotation speed / output rotation speed) by the main transmission 8 and transmitted to each drive wheel 10. The main transmission 8 may be a so-called manual transmission (MT), a stepped automatic transmission (AT), a continuously variable automatic transmission (CVT), a multi-mode manual transmission (MMT), a sequential manual transmission ( A so-called automatic transmission such as SMT) or dual clutch transmission (DCT) may be used. Here, for example, a stepped automatic transmission is applied to the main transmission 8 and its operation is controlled by the ECU 11.

More specifically, the main transmission 8 shifts the rotational power input from the engine 4 to the transmission input shaft 13 through the clutch 6, the damper 7, etc., and outputs it from the transmission output shaft (output shaft) 14. . The transmission input shaft 13 is a rotating member that receives rotational power from the engine 4 side in the main transmission 8. The transmission output shaft 14 is a rotating member that outputs rotational power to the drive wheel 10 side in the main transmission 8. The transmission input shaft 13 is capable of rotating about the rotation axis X <b> 1 as the power from the engine 4 is transmitted. The transmission output shaft 14 is rotatable about a rotation axis X2 parallel to the rotation axis X1 through transmission of power from the shifted engine 4. The main transmission 8 has a plurality of shift speeds (gear speeds) 81, 82, and 83 each assigned a predetermined speed ratio. In the main transmission 8, any one of a plurality of speed stages 81, 82, 83 is selected by a speed change mechanism 84 including a synchronous meshing mechanism and the like, and the selected speed stages 81, 82, 83 are selected. Thus, the power input to the transmission input shaft 13 is shifted and output from the transmission output shaft 14 toward the drive wheel 10 side.

The ECU 11 is an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 11 receives electric signals corresponding to various detection results and controls the engine 4, the clutch 6, the main transmission 8, the braking device 12, and the like according to the input detection results. Here, the power transmission device 5 including the main transmission 8 and the like and the braking device 12 are hydraulic devices that are operated by the pressure (hydraulic pressure) of hydraulic oil as a medium, and the ECU 11 is connected via a hydraulic control device and the like. These operations are controlled. For example, the ECU 11 controls the throttle device of the engine 4 based on the accelerator opening, the vehicle speed, etc., adjusts the throttle opening of the intake passage, adjusts the intake air amount, and responds to the change to the fuel injection amount. And the output of the engine 4 is controlled by adjusting the amount of the air-fuel mixture filled in the combustion chamber. Further, the ECU 11 controls the hydraulic control device based on, for example, the accelerator opening, the vehicle speed, and the like, and controls the operating state of the clutch 6 and the gear position (speed ratio) of the main transmission 8.

The vehicle vibration reduction device 1 according to the present embodiment includes a rotating shaft of a power transmission device 5 that rotates when the power from the engine 4 is transmitted in the power train 3, here, the main transmission 8 that forms a drive system. Provided on the transmission input shaft 13. The transmission input shaft 13 has a rotation axis X2 arranged substantially parallel to a rotation axis X3 of a reduction device rotation shaft 15 described later.

As described above, the vibration reducing device 1 for a vehicle drives the upstream side of the damper spring 7a of the damper 7 by adjusting the inertial mass on the driven side by changing the inertial mass of the rotating body 30 as the inertial mass body. The balance between the inertial mass on the drive side (drive side) and the inertial mass on the driven side (drive wheel side) downstream from the damper spring 7a can be optimized according to the operating state. The resonance frequency can be reduced. Therefore, the vehicle vibration reduction device 1 reduces the resonance point (resonance point of the power train 3) between the driving side and the driven side, which fluctuates according to the operating state such as the rotational speed of the engine 4 and the engine torque. It can be effectively suppressed.

The vehicle vibration reduction device 1 includes a vibration reduction device main body 20 including a rotating body 30 and an ECU 11 as a control device that controls the vibration reduction device main body 20, thereby appropriately reducing vibration. ing. The vibration reduction device main body 20 can appropriately change the vibration reduction characteristics according to the operating state. The vehicle vibration reduction device 1 typically adjusts the inertial mass of the rotating body 30 according to the state of the power train 3 as described above under the control of the ECU 11, thereby reducing the vibration of the vibration reduction device main body 20. Change characteristics.

The vibration reduction device main body 20 of the present embodiment includes a rotating body 30 as an inertial mass body that is an inertial mass body for resonance point control, and a mechanical continuously variable transmission (continuously automatic transmission, CVT) 60. . The rotating body 30 is provided in parallel to the power transmission path from the engine 4 to the drive wheels 10 of the power transmission device 5 and is connected to the transmission input shaft 13 so that power can be transmitted. The continuously variable transmission 60 is provided in a power transmission path between the transmission input shaft 13 and the rotating body 30, and can transmit the rotational power from the transmission input shaft 13 to the rotating body 30 by shifting the rotational power. The gear ratio at the time of shifting can be changed steplessly. The rotating body 30 can accumulate the transmitted rotational power as inertial energy. As a result, the vehicle vibration reduction device 1 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby improving energy efficiency while achieving appropriate vibration reduction. Is realized.

Specifically, the vibration reduction device main body 20 of the present embodiment includes a reduction device rotating shaft 15, a rotating body 30, a transmission device 40, and a reduction device clutch 50 as a reduction device engaging device. As described above, the transmission 40 is a device that continuously changes the rotational power from the transmission input shaft 13 and transmits the rotational power to the rotating body 30, and variable inertia that variably controls the inertial mass of the rotating body 30. It is also a mass device. The transmission 40 according to the present embodiment includes a speed increasing device 41 that increases the rotational power transmitted from the transmission input shaft 13 to the rotating body 30 and the continuously variable transmission 60. Note that the rotation shaft 15 of the reduction device rotation shaft 15 is disposed substantially parallel to the rotation axis X1 of the transmission input shaft 13. The reduction device rotating shaft 15 is capable of rotating about the rotation axis X3 when power is transmitted.

In the vibration reducing device main body 20, the rotating body 30 is connected to the transmission input shaft 13 via a speed increaser 41, a reduction device clutch 50, a continuously variable transmission 60, and the like. And the vibration reduction apparatus main body 20 acts as an inertia mass member for the rotary body 30 to generate an inertia mass body, that is, an inertia moment. In the following description, the case where the inertial mass of the inertial mass body is made variable includes the case where the apparent inertial mass is made variable by making the rotation of the inertial mass body variable unless otherwise specified. Shall be. Here, in the vibration reduction device main body 20, the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the rotating body 30 and the like act as an inertial mass body of the resonance point adjusting device.

The vehicle vibration reduction device 1 of the present embodiment functions as a so-called flywheel in which the rotating body 30 functions as an inertial mass body for resonance point control, and further accumulates the transmitted rotational power as inertial energy. To do. Thereby, the vehicle vibration reduction device 1 is also used as a travel energy storage device of the vehicle 2. That is, in the vehicle vibration reduction device 1, the rotator 30 is an inertial mass body and also serves as a flywheel, and the rotator 30 rotates when power is transmitted to the rotator 30. Can be stored as inertial energy. As a result, the vehicle vibration reducing device 1 achieves both reduction of vibration and improvement of fuel efficiency.

Hereinafter, each configuration of the vehicle vibration reduction device 1 will be described in detail with reference to FIG.

The rotating body 30 is formed in a disk shape and is coupled to an output shaft 62 of a continuously variable transmission 60 described later so as to be integrally rotatable. That is, the rotating body 30 is connected to the transmission input shaft 13 through the continuously variable transmission 60, the reduction device clutch 50, the speed increaser 41, and the like so that power can be transmitted.

The speed change device 40 changes the speed ratio when the rotational power transmitted from the transmission input shaft 13 to the rotator 30 is changed, here, the speed ratio of the continuously variable transmission 60 is changed, so that the rotator 30 rotates. Is adjusted to make the inertial mass of the rotating body 30 variable. The transmission 40 according to the present embodiment changes the speed ratio of the rotational power transmitted to the rotating body 30 and adjusts the rotation of the rotating body 30, thereby accumulating inertia energy in the rotating body 30 or rotating the rotating body 30. It is possible to release inertial energy from the. That is, the transmission 40 controls the transmission ratio of the continuously variable transmission 60 to adjust the rotation of the rotating body 30 to accumulate inertia energy in the rotating body 30 or to store inertia energy from the rotating body 30. Release is possible.

The speed increaser 41 includes a drive gear 41a and a driven gear 41b having a smaller number of teeth than the drive gear 41a. The drive gear 41a is coupled to the transmission input shaft 13 so as to be integrally rotatable. The driven gear 41b is coupled to the reduction device rotating shaft 15 so as to be integrally rotatable, and meshes with the drive gear 41a.

Rotational power transmitted from the engine 4 or the drive wheel 10 to the transmission input shaft 13 is input (transmitted) to the reduction device rotation shaft 15 via the drive gear 41a and the driven gear 41b. At this time, the power transmitted from the transmission input shaft 13 to the reduction device rotating shaft 15 is increased by the speed increaser 41 according to the gear ratio (gear ratio) and transmitted to the rotating body 30 side.

The continuously variable transmission 60 is a so-called belt-type continuously variable transmission, and is provided in a power transmission path between the transmission input shaft 13 and the rotating body 30. The operation of the continuously variable transmission 60 is controlled by the ECU 11. The continuously variable transmission 60 includes an input shaft 61, an output shaft 62, a primary pulley 63 coupled to the input shaft 61 so as to be integrally rotatable, a secondary pulley 64 coupled to the output shaft 62 so as to be integrally rotatable, An endless belt 65 spanned between the pulley 63 and the secondary pulley 64 is included. The continuously variable transmission 60 transmits power input to the input shaft 61 from the primary pulley 63 to the secondary pulley 64 via the belt 65, and can output it from the output shaft 62. The speed ratio (= input rotation speed / output rotation speed) that is the rotation speed ratio between the output shaft 62 and the secondary pulley 64 can be changed steplessly.

The input shaft 61 is a rotating member that receives rotational power from the engine 4 or the like in the continuously variable transmission 60. The output shaft 62 is a rotating member that outputs rotational power to the rotating body 30 side in the continuously variable transmission 60. The power is transmitted to the input shaft 61 and the input shaft 61 can rotate about the rotation axis X3. The output shaft 62 is rotatable about a rotation axis X4 that is substantially coaxial with the rotation axis X1 when power is transmitted. The input shaft 61 is connected to the transmission input shaft 13 through a reduction device clutch 50, a reduction device rotating shaft 15, a speed increaser 41, and the like, which will be described later, so that power can be transmitted. The power transmitted from the engine 4 or the like to the transmission input shaft 13 is transmitted (input) to the input shaft 61 via the speed increaser 41, the reduction device rotating shaft 15, the reduction device clutch 50, or the like. The output shaft 62 is coupled to the rotating body 30 so as to be integrally rotatable. In other words, the rotating body 30 is coupled to the output shaft 62 so as to be integrally rotatable about the rotation axis X4 as a rotation center. The continuously variable transmission 60 adjusts the oil pressure (primary pressure, secondary pressure) supplied to the primary sheave hydraulic chamber of the primary pulley 63 and the secondary sheave hydraulic chamber of the secondary pulley 64 from the hydraulic control device or the like according to the control of the ECU 11. In response, a speed change operation is performed and the speed ratio is changed steplessly.

In the transmission 40 configured as described above, the apparent inertia mass of the rotating body 30 that is an inertial mass body is variable by the ECU 11 executing the gear ratio control of the continuously variable transmission 60 as described later. Can be controlled.

The reduction device clutch 50 can be switched between a state in which the transmission input shaft 13 and the rotating body 30 are engaged so as to transmit power and a state in which the engagement is released. The reduction device clutch 50 of the present embodiment is provided in a power transmission path between the speed increaser 41 and the continuously variable transmission 60, and engages the transmission input shaft 13 and the continuously variable transmission 60 so that power can be transmitted. It is possible to switch between the engaged state and the disengaged state. Various clutches can be used as the reduction device clutch 50. For example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the reduction device clutch 50 is, for example, a hydraulic device that is operated by a clutch oil pressure that is a hydraulic oil pressure. The reduction device clutch 50 engages the rotating member 50a on the speed increaser 41 side and the rotating member 50b on the continuously variable transmission 60 side so that power can be transmitted, and can transmit power between the speed increasing unit 41 and the continuously variable transmission 60. It is possible to switch between an engaged state engaged with and a released state released from this engagement. When the reduction device clutch 50 is in the engaged state, the rotary member 50a and the rotary member 50b are connected, and power transmission between the transmission input shaft 13 and the continuously variable transmission 60 is possible. On the other hand, when the reduction device clutch 50 is in the released state, the rotation member 50a and the rotation member 50b are disconnected, and the power transmission between the transmission input shaft 13 and the continuously variable transmission 60 is cut off. When the engaging force for engaging the rotating member 50a and the rotating member 50b is 0, the reducing device clutch 50 is in a released state in which the engagement is released, and as the engaging force increases, the reducing device clutch 50 is in a half-engaged state (slip state). ) To complete engagement. Here, the rotation member 50 a is a member that rotates integrally with the reduction device rotation shaft 15. On the other hand, the rotating member 50 b is a member that rotates integrally with the input shaft 61 of the continuously variable transmission 60. The reduction device clutch 50 is controlled by the ECU 11. In the present embodiment, the reduction device clutch 50 is basically in an engaged state.

Further, the vibration reduction device main body 20 of the present embodiment further includes a motor 66 as a rotating electrical machine and a battery 67 as a power storage device. The motor 66 is provided on an input shaft 61 as an input member of the continuously variable transmission 60. In the motor 66, a stator as a stator is fixed to a case or the like, and a rotor as a rotor is disposed on the radially inner side of the stator and coupled to the input shaft 61 so as to be integrally rotatable. The motor 66 has a function (power running function) as an electric motor that converts electric power supplied from the battery 67 through an inverter or the like into mechanical power, and converts the input mechanical power into electric power and converts the electric power into electric power through the inverter or the like. 67 is a rotating electrical machine that also has a function (regenerative function) as a generator for charging 67. The motor 66 can control the rotation (speed) of the input shaft 61 as the rotor rotates. The driving of the motor 66 is controlled by the ECU 11.

The ECU 11 detects from various sensors such as an accelerator opening sensor 70, a throttle opening sensor 71, a vehicle speed sensor 72, an engine speed sensor 73, an input shaft speed sensor 74, a rotating body speed sensor 75, a brake sensor 76, and the like. An electric signal corresponding to the detection result is input. The accelerator opening sensor 70 detects an accelerator opening that is an operation amount (accelerator operation amount) of the accelerator pedal by the driver. The throttle opening sensor 71 detects the throttle opening of the engine 4. The vehicle speed sensor 72 detects the vehicle speed that is the traveling speed of the vehicle 2. The engine speed sensor 73 detects the engine speed of the engine 4. The input shaft rotational speed sensor 74 detects the input shaft rotational speed of the transmission input shaft 13 of the main transmission 8. The rotating body rotational speed sensor 75 detects the rotational speed of the rotating body 30. The brake sensor 76 detects a brake pedal operation amount (brake operation amount) by the driver, for example, a master cylinder pressure or the like.

The ECU 11 controls the reduction device clutch 50, the continuously variable transmission 60, the motor 66, and the like according to the input detection result. Here, the reduction device clutch 50 is a hydraulic device that is operated by the pressure (hydraulic pressure) of hydraulic oil as a medium, and the ECU 11 controls these operations via a hydraulic control device or the like. For example, the ECU 11 can detect ON / OFF of an accelerator operation that is an acceleration requesting operation for the vehicle 2 by the driver based on a detection result by the accelerator opening sensor 70. Further, the ECU 11 can detect ON / OFF of a brake operation, which is a brake request operation for the vehicle 2 by the driver, based on a detection result by the brake sensor 76, for example.

In the vehicular vibration reduction device 1 configured as described above, the continuously variable transmission 60 of the transmission 40 adjusts the inertial mass on the driven side while changing the inertial mass of the rotating body 30. As a result, the vehicle vibration reducing device 1 reduces the resonance point (resonance point of the power train 3) between the driving side and the driven side, which fluctuates according to the operating state such as the rotational speed of the engine 4 and engine torque. Can be effectively suppressed. Therefore, this vehicle vibration reduction device 1 can suppress vibration caused by the engine explosion primary generated in the power train 3, for example, and can reduce vibration noise and improve fuel consumption.

At this time, the vehicular vibration reduction device 1 performs resonance point adjustment control by the ECU 11 controlling the gear ratio of the continuously variable transmission 60. Thereby, the vehicle vibration reduction device 1 can appropriately set the inertial mass of the vibration reduction device main body 20, and can appropriately reduce the vibration in a wider range of operation.

That is, in the vehicle vibration reduction device 1, the ECU 11 controls the speed ratio of the continuously variable transmission 60 and variably controls the rotation of the output shaft 62. As a result, the vehicle vibration reduction device 1 makes the rotation of the rotating body 30 variable and makes the inertial force acting on the rotating body 30 variable. Thus, the vehicle vibration reduction device 1 performs inertial mass control for variably controlling the apparent inertial mass of the inertial mass body. For example, the vehicular vibration reduction device 1 increases the apparent inertial mass of the inertial mass body by increasing the rotational speed of the rotator 30, and has the same effect as when the actual inertial mass is increased. Obtainable. By using this, the vehicle vibration reduction device 1 can change the resonance point by adjusting the inertial mass on the driven side, and can change the vibration reduction characteristics of the vibration reduction device body 20. For example, the vehicle vibration reduction device 1 upshifts the transmission ratio of the continuously variable transmission 60 (that is, reduces the transmission ratio), increases the rotational speed of the rotating body 30, and increases the inertial mass of the rotating body 30. By doing so, the inertial mass on the driven side can be increased, thereby reducing the resonance frequency on the driven side and reducing the resonance point of the power train 3.

The total inertial mass of the vibration reducing device main body 20 is, for example, the actual inertia of the inertial mass body of the vibration reducing device main body 20 (rotary body 30, speed increaser 41, reduction device clutch 50, continuously variable transmission 60, etc.). Includes mass, total inertia mass velocity term, total inertia mass torque term, etc. The total inertia mass velocity term is an apparent inertia mass obtained by changing the rotation speed of the rotating body 30 or the like in the entire vibration reduction apparatus main body 20. In other words, the total inertia mass velocity term is an apparent inertia mass in the entire vibration reduction apparatus main body 20 due to a change in the rotation speed according to the gear ratio control of the continuously variable transmission 60. The total inertial mass torque term is an apparent inertial mass due to a torque that acts when the rotational speed of the rotating body 30 or the like changes in the entire vibration reduction device main body 20. In other words, the total inertial mass torque term is an apparent inertial mass of the entire vibration reduction apparatus main body 20 due to a torque that acts when the rotational speed changes according to the transmission ratio control of the continuously variable transmission 60.

Therefore, in the vehicle vibration reduction device 1, the ECU 11 executes the gear ratio control of the continuously variable transmission 60 to adjust the total inertia mass, so that the inertia mass of the vibration reduction device body 20 is generated in the power train 3. Can be adjusted accordingly. For example, the ECU 11 controls the gear ratio of the continuously variable transmission 60 based on a target control amount. Here, the target control amount is a control amount corresponding to a vibration mode determined by the number of resonance points of the power train 3 that changes in accordance with the current engine speed, engine torque, gear position, and the like, the resonance frequency, and the like. For example, the target control amount can be reduced by adjusting the rotation (inertial mass) of the rotating body 30 and the like to lower the resonance point with respect to the power train 3 that vibrates in each vibration mode. This is the target gear ratio.

As a result, the vehicle vibration reduction device 1 adjusts the inertial mass of the vibration reduction device main body 20 to an appropriate inertial mass even when, for example, the resonance point (resonance frequency) in the power train 3 changes. By adjusting the resonance point, the efficiency and vibration noise of the power train 3 can be controlled to be optimal. Here, since the continuously variable transmission 60 can change the gear ratio steplessly, the ECU 11 can seamlessly adjust the rotation of the rotating body 30 and the resonance point in a stepless manner. Thereby, since the vehicle vibration reduction device 1 can improve the vibration reduction performance, for example, the vehicle 2 can realize a comfortable traveling and, for example, turn on the lock-up clutch mechanism of the torque converter. Can be expanded, and the lockup clutch mechanism can be turned on in a relatively low rotational speed region, so that fuel efficiency can be improved.

In the vehicle vibration reduction device 1 of the present embodiment, a vibration reduction device main body 20 including a rotating body 30 is provided in parallel with the power transmission path from the engine 4 to the drive wheels 10. As a result, the vibration reducing device 1 for a vehicle only needs to have a strength sufficient for the vibration reducing device main body 20 to cope with the power for the fluctuation. For example, it is provided in series in the power transmission path from the engine 4 to the drive wheels 10. Compared with the case where it is made, the intensity | strength of each member can be made relatively low. As a result, the vehicle vibration reduction device 1 can suppress an increase in size and weight of the vibration reduction device body 20.

Further, in the vehicle vibration reducing device 1, the transmission 40 increases the rotational power from the transmission input shaft 13 by the speed increaser 41 and transmits it to the rotating body 30 side. The apparent inertial mass of the reduction device main body 20 can be increased in proportion to the square of the speed ratio (= output rotation speed / input rotation speed) of the speed increaser 41 (the square of the reciprocal of the gear ratio). For example, when the speed ratio of the speed increaser 41 is “4”, the vehicle vibration reduction apparatus 1 has an actual inertial mass of the vibration reduction apparatus body 20 of 1/16 compared to the speed ratio “1”. Even so, substantially the same resonance point adjustment (resonance point control) effect can be obtained. That is, the vehicle vibration reduction device 1 can relatively reduce the actual inertial mass of the vibration reduction device main body 20 necessary for obtaining predetermined vibration reduction characteristics. Also in this respect, the vehicle vibration reduction device 1 can suppress an increase in size and weight of the vibration reduction device body 20.

As a result, the vehicular vibration reducing device 1 suppresses the increase in size, weight, and manufacturing cost of the device and improves the mountability to the vehicle 2, the fuel efficiency performance, and the motion performance of the vehicle 2, and then appropriately vibrates. Can be reduced, and comfortable running of the vehicle 2 can be realized.

Further, in the vehicle vibration reduction device 1 of the present embodiment, the continuously variable transmission 60 shifts the power transmitted to the rotating body 30 at a gear ratio corresponding to the gear ratio of the main transmission 8, for example, When the gear ratio (gear stage) of the transmission 8 is changed, variable control of the inertial mass is performed in accordance with the shift state of the main transmission 8.

As a result, the vehicular vibration reduction device 1 is a case where the resonance point (resonance frequency) in the power train 3 changes according to the shift of the main transmission 8, the engine speed, and the engine torque, for example. However, the gear ratio of the continuously variable transmission 60 is changed accordingly, and the efficiency and vibration noise of the power train 3 are adjusted by adjusting the inertial mass of the vibration reduction device body 20 to an appropriate inertial mass and adjusting the resonance point. It can be controlled to be optimal.

Further, the ECU 11 of the present embodiment adjusts the rotation of the rotating body 30 by controlling the gear ratio of the continuously variable transmission 60, accumulates inertia energy in the rotating body 30, or inertias from the rotating body 30. It is also possible to release energy. Here, for example, the ECU 11 controls the continuously variable transmission 60 and accumulates inertia energy in the rotating body 30 when the acceleration requesting operation for the vehicle 2 is released, that is, when the accelerator operation is OFF. Can be executed. Further, the ECU 11 controls the continuously variable transmission 60 and releases the inertia energy accumulated in the rotating body 30 when the acceleration requesting operation is performed on the vehicle 2, that is, when the accelerator operation is ON. It is feasible. Typically, the ECU 11 controls the continuously variable transmission 60, accumulates inertia energy in the rotating body 30 when the vehicle 2 is decelerated, and releases the inertia energy accumulated in the rotating body 30 when the vehicle 2 is accelerated.

For example, when the accelerator operation is OFF and the throttle of the engine 4 is closed and the vehicle 2 travels inertial (deceleration), or when the accelerator operation is OFF and the brake operation (braking request operation) is ON, When the vehicle 2 decelerates, the continuously variable transmission 60 is upshifted. As a result, the vibration reducing device main body 20 can accumulate the rotational power transmitted to the rotating body 30 as inertia energy in the rotating body 30 as the rotational speed of the rotating body 30 increases. At this time, the reduction device clutch 50 is in an engaged state.

In this case, when the vehicle 2 is coasting or decelerating, the vibration reduction device body 20 is one of the differential gear 9, the transmission output shaft 14, and the plurality of shift stages 81, 82, 83 from the drive wheel 10 side. Rotational power is input to the input shaft 61 of the continuously variable transmission 60 through the transmission input shaft 13, the speed increaser 41, the reduction device rotation shaft 15, the reduction device clutch 50, and the like. The vibration reducing device main body 20 transmits the rotational power transmitted from the input shaft 61 to the rotating body 30 via the belt 65, the output shaft 62 and the like as the rotational speed of the rotating body 30 increases as described above. The rotary body 30 can accumulate the inertia energy. That is, the vehicular vibration reduction device 1 causes the rotational speed of the rotating body 30 to increase and idle by the rotational power transmitted from the drive wheel 10 side to the rotating body 30 when the vehicle 2 is coasting or decelerating. Thus, the kinetic (running) energy of the vehicle 2 can be collected and accumulated by the rotating body 30.

At this time, in the vehicle 2, a braking force is generated in the driving wheel 10 of the vehicle 2 by the rotational resistance (negative rotating force) due to the inertia of the rotating body 30 acting on the driving wheel 10 in cooperation with the braking device 12 and the like. Thereby, the vehicle 2 decelerates at a desired deceleration. In this case, the vibration reduction device main body 20 can continuously change the rotational speed of the rotating body 30 by continuously changing the gear ratio of the continuously variable transmission 60, in other words, the drive wheel 10. The applied braking force can be continuously changed, and the deceleration of the vehicle 2 can be continuously changed.

Further, in the vibration reduction device main body 20 of the present embodiment, the rotational power increased through the speed increaser 41 or the like is input to the input shaft 61 and transmitted to the rotating body 30. For this reason, the vibration reduction apparatus main body 20 can raise the rotary body 30 sufficiently, the rotary body 30 can more efficiently collect the kinetic energy of the vehicle 2 as inertial energy, and improve the amount of stored energy. can do.

On the other hand, the ECU 11 downshifts the continuously variable transmission 60 when, for example, the accelerator operation is ON and the throttle of the engine 4 is opened and the vehicle 2 is accelerated. As a result, the vibration reducing device main body 20 can release the inertial energy accumulated in the rotating body 30 as rotational power as the rotational speed of the rotating body 30 decreases. That is, the ECU 11 controls the continuously variable transmission 60 to reduce the rotational speed of the rotating body 30 when releasing the inertial energy from the rotating body 30.

In this case, as the rotational speed of the rotating body 30 decreases, the vibration reducing device main body 20 releases the inertia energy accumulated in the rotating body 30 as rotational power and outputs it from the output shaft 62. The rotational power output from the output shaft 62 includes the belt 65, the input shaft 61 of the continuously variable transmission 60, the reduction device clutch 50, the reduction device rotation shaft 15, the speed increaser 41, the transmission input shaft 13, and a plurality of speed stages. It is transmitted to the drive wheel 10 via any one of 81, 82, 83, the transmission output shaft 14, the differential gear 9 and the like. That is, the vehicle vibration reduction device 1 releases inertial energy from the rotating body 30 when the vehicle 2 is accelerated, and drives the driving wheel 10 by the rotational power transmitted to the driving wheel 10 from the rotating body 30 side. be able to.

At this time, the vehicle 2 generates driving force by the rotational power from the rotating body 30 acting on the driving wheels 10 in cooperation with the engine 4 and the like, and thereby the vehicle 2 is accelerated. Also in this case, the vibration reduction device body 20 can continuously change the rotation speed of the rotating body 30 by continuously changing the gear ratio of the continuously variable transmission 60, in other words, the drive wheel 10. The driving force acting on the vehicle 2 can be continuously changed, and the acceleration of the vehicle 2 can be continuously changed.

Therefore, the vehicle vibration reduction device 1 configured as described above accumulates energy (inertial kinetic energy of the rotary body 30) in the vibration reduction device body 20 including the rotary body 30, and releases the energy as necessary. Therefore, the fuel efficiency can be improved.

As a result, the vehicle vibration reduction device 1 appropriately performs, for example, the function as the resonance point adjustment device of the vibration reduction device body 20 and the function as the travel energy storage device of the vehicle 2 according to the state of the vehicle 2. By using properly, it is possible to achieve both reduction of vibration and improvement of fuel efficiency. That is, in the vehicle vibration reduction device 1, the vibration reduction device body 20 can reduce NVH as the resonance point adjustment device according to the driving state. On the other hand, the vehicle vibration reduction device 1 can store energy (inertia (kinetic) energy) as the energy storage device in the driving region such as when the vehicle 2 is coasting or decelerating. The stored energy can be appropriately released in cooperation with the output of the engine 4.

Further, the vehicle vibration reduction device 1 is capable of finely and continuously adjusting the rotation of the rotating body 30 and adjusting the inertial mass with the continuously variable transmission 60. Therefore, the vehicle vibration reduction device 1 can perform the resonance point adjustment in detail and more accurately according to the situation, and more smoothly accumulate the inertia energy in the rotator 30, and the inertia energy from the rotator 30. Emission can be performed, and energy storage and emission efficiency can be increased.

In this case, the ECU 11 controls the motor 66 to be in a no-load state when accumulating energy in the rotating body 30, so that the kinetic (running) energy of the vehicle 2 is obtained by the gear ratio control of the continuously variable transmission 60. The rotating body 30 can efficiently accumulate mechanical energy. That is, in the vehicle vibration reduction device 1, since the vibration reduction device main body 20 accumulates mechanical rotational energy in the rotating body 30 via the continuously variable transmission 60, most of the kinetic energy of the vehicle 2 is converted into electric energy. It is possible to convert the rotational energy into mechanical rotational energy with good conversion efficiency (low conversion loss) and store it in the rotating body 30. Further, the vehicle vibration reduction device 1 is compared with a configuration in which, for example, the rotation element of the planetary gear mechanism is controlled using a brake or the like to adjust the rotation of the rotating body 30 and accumulate energy in the rotating body 30. Thus, wasteful consumption of heat as heat energy in a brake or the like can be suppressed. Therefore, the vehicle vibration reduction device 1 can suppress energy loss at the vibration reduction device body 20 and can improve the efficiency as an energy storage body. As a result, the vehicle vibration reduction device 1 can improve energy efficiency and improve fuel efficiency.

Note that the ECU 11 of the present embodiment uses the motor 66 as a generator according to the situation, and controls the motor 66 by braking (power generation), thereby generating electric power by the rotational power transmitted to the input shaft 61 by the motor 66. Then, regenerative kinetic energy may be converted into electric energy and stored in the battery 67. That is, this vehicle vibration reduction device 1 distributes, accumulates, and uses the kinetic energy of the vehicle 2 as appropriate according to the situation into mechanical energy in the rotating body 30 and electrical energy in the motor 66 and the battery 67. Can do. As a result, the vibration reducing device for a vehicle 1 can accumulate energy in a more appropriate form depending on the situation in the vibration reducing device main body 20.

Further, the vehicle vibration reduction device 1 drives the inertial mass bodies such as the continuously variable transmission 60 and the rotating body 30 by the ECU 11 controlling the reduction device clutch 50 according to the state of the vehicle 2 to be in the released state. It can be separated from the system. As a result, the vehicle vibration reduction device 1 can reduce the inertial mass of the drive system as necessary, for example, when the resonance point adjustment of the vibration reduction device main body 20 is not necessary. 2 acceleration can be improved.

The vehicle vibration reduction device 1 according to the embodiment described above uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved. The vehicle vibration reduction device 1 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby achieving an improvement in energy efficiency while achieving appropriate vibration reduction. can do.

The continuously variable transmission 60 described above has been described as a belt-type continuously variable transmission. However, the present invention is not limited to this. For example, the continuously variable transmission 60 is a traction drive transmission such as a toroidal continuously variable transmission. There may be.

Further, the vehicle vibration reducing device 1 described above is, as shown in FIG. 2, a vehicle equipped with a main transmission 8 </ b> A configured by a belt-type continuously variable transmission of the same type as the continuously variable transmission 60. It may be applied to 2A. In this case, the power train 3 may be configured not to include the clutch 6.

In the above description, the vibration reducing device main body 20 has been described as including the reducing device clutch 50. However, the present invention is not limited to this, and a configuration without the reducing device clutch 50 may be used. In the above description, the vibration reduction device main body 20 has been described as including the motor 66 and the battery 67. However, the configuration is not limited thereto, and the motor 66 and the battery 67 may be omitted.

[Embodiment 2]
FIG. 3 is a schematic configuration diagram of a vehicle vibration reduction device according to the second embodiment, and FIG. 4 is a schematic configuration diagram of a vehicle vibration reduction device according to a modification. The vehicle vibration reducing device according to the second embodiment is different from the first embodiment in that it includes an elastic body. In addition, about the structure, an effect | action, and effect which are common in embodiment mentioned above, the overlapping description is abbreviate | omitted as much as possible (it is the same also in embodiment described below).

In the vehicle vibration reduction device 201 according to this embodiment shown in FIG. 3, the vibration reduction device main body 220 includes a spring 271 as an elastic body. The vibration reduction apparatus main body 220 of this embodiment functions not as a resonance point adjustment apparatus but as a so-called dynamic damper.

The vehicle vibration reduction device 201 of the present embodiment is a so-called dynamic damper (dynamic vibration absorber) that reduces vibrations using the anti-resonance principle with respect to the resonance point (resonance frequency) of the power train 3 of the vehicle 2. This is an NVH countermeasure device that reduces the vibration generated in the vehicle 2. In the vehicle vibration reduction device 201, the inertia mass body has an antiphase with respect to vibration of a specific frequency acting on the inertia mass body of the vibration reduction device main body 220 via the spring 271 as an elastic body from the transmission input shaft 13. This vibration is damped (absorbed) and suppressed. In other words, the vehicular vibration reduction device 201 is highly effective in that the inertial mass body resonantly vibrates and absorbs vibration energy instead of the vibration of a specific frequency acting on the vibration reduction device body 220, and absorbs the vibration. A vibration effect (dynamic damper effect) can be achieved. Thereby, the vehicle vibration reduction device 201 can reduce the vibration of the power train 3 and reduce the NVH to within an allowable range by applying a vibration having a phase opposite to that generated in the vibration system. . Further, the vehicle vibration reduction device 201 of the present embodiment is also used as a travel energy storage device.

The vehicle vibration reducing device 201 includes the vibration reducing device main body 220 as a dynamic damper and the ECU 11 as a control device for controlling the vibration reducing device main body 220, thereby appropriately reducing vibration. The vibration reducing device main body 220 can appropriately change the damper characteristic as a dynamic damper according to the operating state. The vehicle vibration reduction device 201 typically changes the damper characteristic by changing the natural frequency of the vibration reduction device main body 220 according to the state of the power train 3 under the control of the ECU 11. The vehicle vibration reduction device 201 reduces the rotational fluctuation of the drive system, and enables, for example, the use of an efficient driving region with low engine speed and high load when the vehicle 2 is traveling.

The vibration reduction device main body 220 of the present embodiment includes a reduction device rotating shaft 15, a rotating body 30, a transmission 40 including a continuously variable transmission 60, a reduction device clutch 50, a motor 66, a battery, and the like. 67, and a spring holding mechanism 270 configured to include the spring 271. The vibration reduction device main body 220 is elastically supported with the rotating body 30 connected to the transmission input shaft 13 via a spring 271. Thereby, in the vibration reduction device main body 220, the spring 271 acts as a member for adjusting the torsional rigidity of the dynamic damper, and the rotating body 30 and the like act as an inertia mass member for generating an inertia moment in the dynamic damper. The vehicle vibration reduction device 201 of the present embodiment functions as a so-called flywheel in which the rotating body 30 functions as an inertial mass body of a dynamic damper and further accumulates the transmitted rotational power as inertial energy. Here, in the vibration reduction device main body 220, the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the motor 66, the rotating body 30, and the like generate an inertia mass body of the dynamic damper, that is, an inertia moment. Acting as an inertia mass member.

Specifically, the spring holding mechanism 270 holds the spring 271. The spring holding mechanism 270 rotates in a rotational direction between a rotating member 272 coupled to the transmission input shaft 13 so as to be integrally rotatable and a rotating member 273 coupled to the drive gear 41a of the speed increasing device 41 so as to be integrally rotated. A spring 271 is held along. A plurality of springs 271 are held along the circumferential direction by a rotating member 272 and a rotating member 273 coaxial with the rotation axis X1. The plurality of springs 271 are held so as to be interposed between the rotation member 272 and the rotation member 273 with respect to the rotation direction (circumferential direction).

With the above configuration, in the spring holding mechanism 270, the spring 271 elastically supports the rotating body 30, here the drive gear 41a of the speed increaser 41, on the transmission input shaft 13. More specifically, the spring 271 connects the speed increaser 41, the reduction device clutch 50, the continuously variable transmission 60, the motor 66, and the rotating body 30 that function as an inertia mass body in the vibration reduction device main body 220 to the transmission input shaft. 13 is elastically supported. That is, the spring 271 is interposed in the power transmission path between the transmission input shaft 13 and the rotating body 30, and connects the transmission input shaft 13 and the rotating body 30 so as to be relatively rotatable. In other words, the rotating body 30 is elastically supported by the transmission input shaft 13 by the spring 271 via the continuously variable transmission 60, the reduction device clutch 50, the reduction device rotating shaft 15, the speed increasing device 41, and the like.

The power (fluctuation component) transmitted from the engine 4 or the like to the transmission input shaft 13 is transmitted from the transmission input shaft 13 to the drive gear 41a through the rotation member 272, the spring 271 and the rotation member 273 in this order. To the driven gear 41b. During this time, the spring 271 is elastically deformed according to the magnitude of the power transmitted between the transmission input shaft 13 and the drive gear 41a while being held by the spring holding mechanism 270.

The vehicular vibration reduction device 201 configured as described above includes an inertial mass body (speed increaser 41, reduction device clutch 50, continuously variable transmission) of the vibration reduction device main body 220 from the transmission input shaft 13 via a spring 271. 60, the motor 66, the rotating body 30 and the like), the inertial mass body vibrates in an opposite phase to cancel and suppress (suppress) the vibration. . Therefore, the vehicle vibration reduction device 201 can suppress, for example, vibration caused by the engine explosion primary generated in the power train 3, and can reduce vibration noise and improve fuel consumption.

At this time, the vehicular vibration reduction device 201 performs vibration suppression control by the ECU 11 controlling the gear ratio of the continuously variable transmission 60, so that the vibration of the opposite phase in the vibration reduction device main body 220 is generated by the power train 3. It can be set as appropriate according to the generated vibration, and the vibration can be appropriately reduced in a wider range of operation.

That is, in the vehicle vibration reduction device 201, the ECU 11 controls the speed ratio of the continuously variable transmission 60 and variably controls the rotation of the output shaft 62. As a result, the vehicle vibration reduction device 201 makes the rotation of the rotating body 30 variable and makes the inertial force acting on the rotating body 30 variable. Accordingly, the vehicle vibration reduction device 201 performs inertial mass control for variably controlling the apparent inertial mass of the inertial mass body. By using this, the vehicle vibration reduction device 201 can change the resonance point with respect to a fixed spring constant, change the natural frequency of the vibration reduction device main body 220, and change the damper characteristics. be able to.

The natural frequency fa of the vibration reduction device main body 220 can be expressed by the following formula (1) using, for example, the spring constant Kd of the spring 271 and the total inertia mass Ia of the inertia mass body of the vibration reduction device main body 220. .

fa = (√ (Kd / Ia)) / 2π (1)

Therefore, in the vehicle vibration reduction device 201, the ECU 11 executes the gear ratio control of the continuously variable transmission 60 and adjusts the total inertia mass Ia, so that the natural frequency fa of the vibration reduction device main body 220 is set to the power train 3. It can be adjusted appropriately according to the generated vibration. For example, the ECU 11 controls the gear ratio of the continuously variable transmission 60 based on a target control amount. Here, the target control amount is a control amount corresponding to a vibration mode determined by the number of resonance points of the power train 3 that changes in accordance with the current engine speed, engine torque, gear position, and the like, the resonance frequency, and the like. Here, the target control amount is, for example, the vibration of the power train 3 that vibrates in each vibration mode by adjusting the rotation (inertial mass) of the rotating body 30 and the like using the anti-resonance principle in the vibration reducing device main body 220. Is the target gear ratio that can realize the natural frequency fa that can be reduced.

As a result, the vehicular vibration reducing apparatus 201 sets the natural frequency fa of the vibration reducing apparatus main body 220 to an appropriate natural frequency even when, for example, the resonance point (resonance frequency) in the power train 3 changes. It can be adjusted to fa and can be changed to an appropriate damper characteristic, and can be controlled so that the efficiency and vibration noise of the power train 3 are optimized, and vibration can be suppressed appropriately while suppressing deterioration of fuel consumption.

The vehicle vibration reduction device 201 is provided with a vibration reduction device main body 220 including the rotating body 30 in parallel with the power transmission path from the engine 4 to the drive wheels 10, and the transmission 40 is connected to the transmission input shaft 13. Is increased by the speed increaser 41 and transmitted to the rotating body 30 side. As a result, the vehicle vibration reduction device 201 suppresses an increase in the size, weight, and manufacturing cost of the device and improves the mountability to the vehicle 2, the fuel efficiency performance, and the motion performance of the vehicle 2, and then appropriately vibrates. Can be reduced, and comfortable running of the vehicle 2 can be realized.

Further, the vehicular vibration reducing device 201 is, for example, a case where the resonance point (resonance frequency) in the power train 3 changes in accordance with the shift of the main transmission 8, the engine speed, and the engine torque. Accordingly, the transmission ratio of the continuously variable transmission 60 is changed, and the power train is adjusted by adjusting the inertial mass of the vibration reducing device body 20 to an appropriate inertial mass and adjusting the natural frequency fa of the vibration reducing device body 220. It is possible to control so that the efficiency of 3 and vibration noise are optimized. Here, since the continuously variable transmission 60 is a continuously variable transmission, the ECU 11 can finely and continuously adjust the rotation of the rotating body 30 and the natural frequency fa in a stepless manner.

Further, the ECU 11 of the present embodiment adjusts the rotation of the rotating body 30 by controlling the gear ratio of the continuously variable transmission 60, accumulates inertia energy in the rotating body 30, or inertias from the rotating body 30. It is also possible to release energy. Therefore, the vehicle vibration reducing device 201 can accumulate energy (inertial kinetic energy of the rotating body 30) in the vibration reducing device main body 220 including the rotating body 30, and can release the energy as necessary. The performance can be improved.

As a result, the vehicle vibration reduction device 201 appropriately uses, for example, the function as the dynamic damper of the vibration reduction device main body 220 and the function as the travel energy storage device of the vehicle 2 according to the state of the vehicle 2. It is possible to achieve both reduction of vibration and improvement of fuel efficiency.

Further, the vehicle vibration reduction device 201 can finely and continuously adjust the rotation of the rotating body 30 and the inertial mass with the continuously variable transmission 60. Therefore, the vehicular vibration reducing device 201 can adjust the natural frequency in more detail and more accurately according to the situation, more smoothly accumulate inertia energy in the rotator 30, and inertia from the rotator 30. Energy can be released, and energy storage and emission efficiency can be extremely increased.

In this case, since the vibration reduction device main body 220 accumulates mechanical rotational energy in the rotating body 30 via the continuously variable transmission 60, the vehicle vibration reduction device 201 causes energy loss in the vibration reduction device main body 220. It can suppress, and the efficiency as an energy storage body can be improved. As a result, the vehicle vibration reducing apparatus 201 can improve energy efficiency and improve fuel efficiency.

The vehicle vibration reduction device 201 according to the embodiment described above uses a function as a vibration reduction device (dynamic damper) and a function as a travel energy storage device in accordance with the state of the vehicle 2 to reduce vibration. Both reduction and improvement in fuel efficiency can be achieved. The vehicle vibration reduction device 201 is configured to be capable of storing energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.

The vehicle vibration reducing device 201 described above is a belt-type continuously variable transmission of the same type as the continuously variable transmission 60, as shown in FIG. The present invention may be applied to a vehicle 2A equipped with a main transmission 8A configured as described above.

[Embodiment 3]
FIG. 5 is a schematic configuration diagram of the vehicle vibration reducing device according to the third embodiment. The vehicle vibration reducing device according to the third embodiment is different from the first embodiment in that it includes a pump.

In the vehicle vibration reduction device 301 according to this embodiment shown in FIG. 5, the vibration reduction device body 20 includes an oil pump (pump) 380.

The oil pump 380 is provided on an output shaft 62 as an output member of the continuously variable transmission 60 so that power can be transmitted to the rotating body 30. The oil pump 380 is a mechanical pump that can pressurize oil as a working fluid by the power transmitted from the rotating body 30. Here, the oil pump 380 is connected to the rotating body 30 via a pump clutch 381 as a pump engagement device so that power can be transmitted.

The pump clutch 381 is provided in a power transmission path between the rotator 30 and the oil pump 380, and switches between a state where the rotator 30 and the oil pump 380 are engaged so that power can be transmitted and a state where the engagement is released. Is possible. Various clutches can be used as the pump clutch 381, and for example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the pump clutch 381 is, for example, a hydraulic device that is operated by clutch hydraulic pressure that is hydraulic pressure of hydraulic oil. The pump clutch 381 is in an engaged state in which the rotating member 381a on the rotating body 30 side and the rotating member 381b on the oil pump 380 side are engaged so as to be able to transmit power, and the rotating body 30 and the oil pump 380 are engaged so as to be able to transmit power. And a released state in which this engagement is released. When the pump clutch 381 is in the engaged state, the rotating member 381a and the rotating member 381b are connected, and power transmission between the rotating body 30 and the oil pump 380 is possible. On the other hand, when the pump clutch 381 is in the released state, the rotating member 381a and the rotating member 381b are disconnected, and the power transmission between the rotating body 30 and the oil pump 380 is cut off. The pump clutch 381 is in a released state where the engagement is released when the engaging force for engaging the rotating member 381a and the rotating member 381b is 0, and a half-engaged state (slip state) as the engaging force increases. It will be in a complete engagement state via. Here, the rotating member 381a is a member that is coupled to an extension shaft 331 that rotates integrally with the rotating body 30 around the rotation axis X4 as a center of rotation. On the other hand, the rotating member 381b is a member that is coupled to a pump shaft 382 that rotates integrally with the pump impeller of the oil pump 380 about the rotation axis X4 as a center of rotation. The pump clutch 381 is controlled by the ECU 11.

That is, in the vibration reducing device main body 20, the motor 66 is disposed on the input shaft 61 side and the oil pump 380 is disposed on the output shaft 62 side via the continuously variable transmission 60 with the rotating body 30 that accumulates rotational energy as a reference. The The vibration reducing device main body 20 is connected to the rotating body 30, the motor 66, and the pump clutch 381 so as to be able to transmit power to each other around the rotating body 30.

The vehicular vibration reducing apparatus 301 configured as described above has an extension shaft from the rotating body 30 when mechanical rotating energy is accumulated in the rotating body 30 and the pump clutch 381 is engaged. 331, power is transmitted to the pump shaft 382 via the pump clutch 381. The oil pump 380 is driven in synchronization with the rotation of the rotating body 30 by the power transmitted to the pump shaft 382, and sucks, pressurizes, and pressurizes oil stored in the oil pan. The oil pump 380 can pump the pressurized and pressurized oil toward the hydraulic control device, the lubrication part of the power train 3, and the like. That is, the oil pump 380 can convert the rotational power from the rotating body 30 into pressure energy of the working fluid, that is, hydraulic energy.

The ECU 11 of this embodiment is also used as the second control device. That is, the ECU 11 changes the inertia energy (rotational energy) accumulated in the rotator 30 according to the state of the vehicle 2, the kinetic energy of the vehicle 2, the electrical energy of the motor 66, or the hydraulic energy (pressure) of the oil pump 380. It is possible to execute control for conversion to energy. Here, the state of the vehicle 2 includes the traveling state of the vehicle 2, various energy states in the rotating body 30, the motor 66, the oil pump 380, and the like.

As a result, the vehicle vibration reduction device 301 can convert the mechanical rotational energy accumulated in the rotating body 30 into pressure (hydraulic) energy of the oil pump 380 as necessary. Furthermore, this vehicle vibration reduction device 301 converts the mechanical rotational energy accumulated in the rotating body 30 into an energy form of movement, electricity, or hydraulic pressure (pressure) according to the state of the vehicle 2. can do. As a result, the vehicle vibration reduction device 301 can store energy in a more appropriate format according to the situation in the vibration reduction device main body 20, and the energy stored in the rotating body 30 can be stored as electric energy, hydraulic energy, motion Each form of energy can be extracted.

For example, the ECU 11 is in a traveling state in which energy is accumulated in the rotator 30 and the accelerator operation of the vehicle 2 is turned off, the operation of the engine 4 is stopped accordingly, and the engine 4 does not output power. The pump clutch 381 is engaged. As a result, the oil pump 380 is driven by the power transmitted from the rotating body 30, and can suck, pressurize, and pressurize the oil and pump the oil toward each part of the hydraulic control device and the power train 3. After that, the ECU 11 suppresses fuel consumption by, for example, disengaging the clutch 6 and disconnecting the engine 4 from the power transmission device 5 and stopping the operation of the engine 4 while the vehicle 2 is coasting (so-called free-run S & S traveling). And a traveling state in which traveling resistance is suppressed. In this case, the vehicle 2 can be in a state where the loss of kinetic energy of the vehicle 2 due to the running resistance of the power train 3 is suppressed as much as possible, and the fuel efficiency can be improved.

During this time, the vehicle vibration reduction device 301 is accumulated in the rotating body 30 as the oil pump 380 is driven by the power from the rotating body 30 as described above even when the operation of the engine 4 is stopped. The mechanical rotational energy can be converted into the hydraulic energy of the oil pump 380 as necessary, and the hydraulic system of the vehicle 2 can be operated appropriately.

At this time, the ECU 11 can also control the vibration reduction device main body 20 as an auxiliary device drive device independent from the power train 3 by controlling the reduction device clutch 50 and releasing it at an early stage. As a result, the vehicle vibration reducing device 301 can be applied to the rotating body 30 even when the operation of the engine 4 is stopped, the vehicle 2 is traveling at a low vehicle speed, the vehicle 2 is stopped, or the like. Auxiliary machinery such as the motor 66 and the oil pump 380 can be driven by the accumulated energy, whereby the hydraulic system and electrical system of the vehicle 2 can be properly operated. Further, in this case, when the energy stored in the rotating body 30 is exhausted, the vehicle vibration reducing device 301 uses the motor 66 as an electric motor to drive and control the oil pump 380 with the power from the motor 66. It can also be driven. That is, the vehicle vibration reducing device 301 can also use the oil pump 380 as an electric pump.

Therefore, the vehicle vibration reduction device 301 uses the vibration reduction device main body 20 as an auxiliary machine drive device independent of the power train 3 as described above. For example, even if the vehicle 2 is in an extremely low speed state, the free-run S & S Driving can be realized, and power for moving devices necessary for driving the vehicle 2, such as auxiliary equipment, can be taken out in any form.

As a result, the vehicle vibration reduction device 301 can arbitrarily store the energy accumulated in the rotating body 30 not only when the engine 4 is operating (during driving) but also when the engine 4 is stopped (not driving). It can be extracted in the form (motion, electricity, hydraulic) and ratio. As a result, the vehicle vibration reduction device 301 can not only ensure the hydraulic pressure during inertial traveling and the power supply during free-run S & S traveling, but also improve the efficiency of using the deceleration energy of the vehicle 2 and greatly improve fuel efficiency. Can be made.

The vehicle vibration reduction device 301 according to the embodiment described above uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved. The vehicle vibration reduction device 301 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.

[Embodiment 4]
FIG. 6 is a schematic configuration diagram of the vehicle vibration reduction device according to the fourth embodiment, FIG. 7 is a flowchart illustrating an example of control during inertial running in the vehicle vibration reduction device according to the fourth embodiment, and FIG. 14 is a flowchart illustrating an example of energy distribution control in the vehicle vibration reducing device according to the fourth embodiment. The vehicle vibration reducing device according to the fourth embodiment is different from the third embodiment in the content of the control.

In the vehicle vibration reduction device 401 according to the present embodiment shown in FIG. 6, the vibration reduction device main body 20 further includes a motor clutch 468 as a rotating electrical machine engaging device.

The motor clutch 468 is provided in a power transmission path between the input shaft 61 of the continuously variable transmission 60 and the motor 66, and engages with the state in which the continuously variable transmission 60 and the motor 66 are engaged so as to be able to transmit power. It is possible to switch to the released state. Various clutches can be used as the motor clutch 468. For example, a friction type disk clutch device such as a wet multi-plate clutch or a dry single-plate clutch can be used. Here, the motor clutch 468 is, for example, a hydraulic device that is operated by clutch hydraulic pressure that is hydraulic pressure of hydraulic oil. The motor clutch 468 is an engagement that engages the rotating member 468a on the continuously variable transmission 60 side and the rotating member 468b on the motor 66 side so as to be able to transmit power, and engages the continuously variable transmission 60 and the motor 66 so as to be able to transmit power. It is possible to switch between a combined state and a released state in which this engagement is released. When the motor clutch 468 is in the engaged state, the rotating member 468a and the rotating member 468b are connected, and power transmission between the continuously variable transmission 60 and the motor 66 is possible. On the other hand, when the motor clutch 468 is in the released state, the rotating member 468a and the rotating member 468b are disconnected, and the power transmission between the continuously variable transmission 60 and the motor 66 is cut off. The motor clutch 468 is in a released state in which the engagement is released when the engaging force for engaging the rotating member 468a and the rotating member 468b is 0, and the semi-engaged state (slip state) as the engaging force increases. It will be in a complete engagement state via. Here, the rotation member 468a is a member coupled to the input shaft 61 so as to be integrally rotatable about the rotation axis X3. On the other hand, the rotating member 468b is a member that is coupled to a rotor shaft 469 that rotates integrally with the rotor of the motor 66 around the rotation axis X3 as a center of rotation. The motor clutch 468 is controlled by the ECU 11.

The ECU 11 of the present embodiment grasps the state of the vehicle 2, typically various energy states in the rotating body 30, the motor 66, and the oil pump 380, and accumulates in the rotating body 30 according to these various energy states. Control that converts inertial energy (rotational energy) into kinetic energy of the vehicle 2, electrical energy of the motor 66, or hydraulic energy of the oil pump 380 can be executed. Here, the ECU 11 receives, for example, an oil pressure signal from the oil pump 380 and an electric signal corresponding to a battery state signal (for example, an SOC signal) from the battery 67, and in response to this, a power instruction and power generation are transmitted to the vibration reduction device body 20. Instructions, oil pressure generation instructions, etc. are output. The ECU 11 functions as an energy state determination device and monitors each energy state.

Next, an example of control by the ECU 11 will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms (the same applies hereinafter). Here, the vehicle 2 is shifted from the high speed running state in which the gear stage 83 is selected in the main transmission 8 of the vehicle 2 to the decelerating running, the energy is sufficiently accumulated in the rotating body 30, and the engine 4 A case will be described in which the operation is stopped and the engine 4 enters an inertia running state in which no power is output. In the flowchart of FIG. 7, the engine 4 is represented as [Eng], the clutch 6 is represented as [Cm], the reduction device clutch 50 is represented as [Cd], the pump clutch 381 is represented as [Cp], and the motor clutch 468 is represented as [Cmg]. is doing.

First, the ECU 11 acquires vehicle information based on detection results from various sensors (ST1). The ECU 11 is, for example, based on the detection results by the accelerator opening sensor 70, the throttle opening sensor 71, the engine speed sensor 73, the vehicle speed sensor 72, the operation state of the torque converter, the main transmission 8, the oil pump 380, the battery 67, and the like. Vehicle information is acquired based on this. For example, the ECU 11 includes, as vehicle information, information on the current gear stage of the main transmission 8, throttle opening (accelerator opening), engine speed, lockup state, vehicle speed, etc., oil pressure information of the oil pump 380, battery 67 Power storage information and the like are acquired. In addition to this, the vehicle information may include a steering angle of a steering wheel, ON / OFF states of various switches, and the like.

Next, the ECU 11 acquires the throttle opening corresponding to the detection results of various sensors, and determines whether or not the throttle opening is larger than 0 (ST2). When the ECU 11 determines that the throttle opening is larger than 0 (ST2: Yes), the ECU 11 ends the current control cycle and shifts to the next control cycle.

When the ECU 11 determines that the throttle opening is 0 or less (ST2: No), the ECU 11 determines whether the operation of the engine 4 is stopped and the clutch 6 is in a released state (Eng: OFF, Cm: OFF). (ST3).

When the ECU 11 determines that the operation of the engine 4 is stopped and the clutch 6 is in the disengaged state (ST3: Yes), whether or not the oil pressure flag (hydraulic satisfaction signal) is ON based on the oil pressure information of the oil pump 380 or the like. Is determined (ST4).

When the ECU 11 determines that the hydraulic pressure flag is ON (ST4: Yes), that is, when it is determined that the hydraulic pressure of the hydraulic system is sufficient, the power flag (power satisfaction signal) based on the storage information of the battery 67 and the like. Whether or not is ON is determined (ST5).

When the ECU 11 determines that the power flag is ON (ST5: Yes), that is, when it is determined that the electric power of the electric system is sufficient, the rotational speed Nif0 of the rotating body 30 according to the detection results of various sensors. Is determined and it is determined whether or not the rotational speed Nif0 of the rotating body 30 is greater than a preset maximum rotational speed Nifm (ST6). Thereby, the ECU 11 can distinguish between the rotational energy accumulation by the rotating body 30 and the electric energy accumulation by the motor 66. Here, the maximum rotation speed Nifm that can be rotated corresponds to the highest rotation speed of the rotating body 30 that can be practically used in the vehicle vibration reduction device 401. For example, the vibration reduction performance of the vehicle vibration reduction device 401, the specifications of each part, etc. It is set in advance accordingly.

When the ECU 11 determines that the rotation speed Nif0 of the rotating body 30 is greater than the maximum rotation speed Nifm (ST6: Yes), the motor clutch 468 is engaged (Cmg: ON), and the motor 66 absorbs braking force. Perform (ST7). That is, the ECU 11 performs braking (power generation) control of the motor 66 to generate and regenerate the rotative power transmitted to the input shaft 61 by the motor 66, thereby converting the kinetic energy of the vehicle 2 into electric energy and the battery 67. To end the current control cycle and shift to the next control cycle.

When the ECU 11 determines that the rotation speed Nif0 of the rotating body 30 is equal to or lower than the maximum rotation speed Nifm (ST6: No), the ECU 11 performs braking force absorption control by the rotating body 30 (ST8). That is, the ECU 11 controls the continuously variable transmission 60 to control the rotation of the rotating body 30 to increase the speed, thereby converting the kinetic energy of the vehicle 2 into rotational energy and storing it in the rotating body 30, and setting the current control cycle. End and shift to the next control cycle.

If the ECU 11 determines in ST4 that the hydraulic pressure flag is not ON (ST4: No), that is, if the hydraulic pressure in the hydraulic system is determined to be insufficient, the ECU 11 sets the pump clutch 381 to the engaged state (Cp: ON). Then, the oil pump 380 is operated by the power from the rotating body 30 or the power from the motor 66 to ensure the hydraulic pressure of the hydraulic system (ST9).

The ECU 11 acquires the vehicle speed V corresponding to the detection results of various sensors, and determines whether or not the vehicle speed V is greater than a preset reference vehicle speed V0 (ST10). When the ECU 11 determines that the vehicle speed V is greater than the reference vehicle speed V0 (ST10: Yes), the ECU 11 sets the reduction device clutch 50 to the engaged state (Cd: ON) (ST11), ends the current control cycle, and performs the next control. Transition to the cycle. On the other hand, when the ECU 11 determines that the vehicle speed V is equal to or less than the reference vehicle speed V0 (ST10: No), the ECU 11 sets the reduction device clutch 50 in the released state (Cd: OFF) (ST12), thereby causing the vibration reduction device main body 20 to move. The auxiliary drive device is independent from the power train 3, the current control cycle is terminated, and the next control cycle is started. The reference vehicle speed V0 is appropriately set as a vehicle speed in a low vehicle speed range in advance according to actual vehicle evaluation or the like.

If the ECU 11 determines in ST5 that the power flag is not ON (ST5: No), that is, if it is determined that electric power is not sufficient, the motor clutch 468 is brought into the engaged state (Cmg: ON). The motor 66 is operated as a generator by the power from the rotating body 30 or the power from the drive wheel 10 side to secure electric power (ST13), and the process proceeds to ST10.

When the ECU 11 determines in ST3 that the operation of the engine 4 is stopped and the clutch 6 is not in the disengaged state (ST3: No), the ECU 11 acquires the rotational speed Nif0 of the rotating body 30 according to the detection results of various sensors. Then, it is determined whether or not the rotational speed Nif0 of the rotating body 30 is larger than the maximum rotational speed Nifm that can be rotated (ST14).

If the ECU 11 determines that the rotational speed Nif0 of the rotating body 30 is greater than the maximum rotational speed Nifm that can be rotated (ST14: Yes), the motor clutch 468 is engaged (Cmg: ON) and the motor 66 is in the same manner as ST7. To absorb the braking force (ST15), end the current control cycle, and shift to the next control cycle.

When the ECU 11 determines that the rotational speed Nif0 of the rotating body 30 is equal to or less than the maximum rotational speed Nifm (ST14: No), the ECU 11 performs the braking force absorption control by the rotating body 30 (ST16), as in ST8. The control cycle ends, and the process proceeds to the next control cycle.

Next, an example of energy distribution control by the ECU 11 will be described with reference to the flowchart of FIG. Here, the ECU 11 compares the rotational energy of the rotating body 30, the stored electrical energy of the battery 67, and the hydraulic energy state of the oil pump 380, and performs control so as to satisfy the insufficient energy form. In addition, when all the various energy forms are insufficient, for example, the ECU 11 may prioritize the hydraulic energy first, and then satisfy the shortage with priority in the order of stored electric energy and rotational energy.

First, the ECU 11 measures the hydraulic energy Qp by the oil pump 380 based on the rotation speed, discharge pressure, discharge amount, etc. of the oil pump 380 (ST21), and the hydraulic energy Qp is larger than a preset shortage determination threshold Q1. Is determined (ST22). The shortage determination threshold Q1 is set in advance according to the specifications of each part of the hydraulic system.

When the ECU 11 determines that the hydraulic energy Qp is greater than the shortage determination threshold Q1 (ST22: Yes), the ECU 11 sets the hydraulic energy rank Dp to “1” which means that the hydraulic energy Qp is sufficient (ST23), The control cycle ends, and the process proceeds to the next control cycle.

When the ECU 11 determines that the hydraulic energy Qp is equal to or less than the shortage determination threshold value Q1 (ST22: No), the ECU 11 determines whether the hydraulic energy Qp is greater than a preset small shortage determination threshold value Q2 (ST24). The slight shortage determination threshold Q2 is a value smaller than the shortage determination threshold Q1, and is set in advance according to the specifications of each part of the hydraulic system.

When the ECU 11 determines that the hydraulic energy Qp is larger than the slight shortage determination threshold Q2 (ST24: Yes), the ECU 11 sets the hydraulic energy rank Dp to “2” which means that the hydraulic energy Qp is slightly short (ST25). ) Based on the storage state of the battery 67, the stored electrical energy Qb of the battery 67 is measured (ST26).

The ECU 11 determines whether or not the stored electrical energy Qb is greater than a preset shortage determination threshold Q3 (ST27). The shortage determination threshold Q3 is set in advance according to the specifications of each part of the electrical system.

When the ECU 11 determines that the stored electrical energy Qb is greater than the shortage determination threshold Q3 (ST27: Yes), the ECU 11 sets the stored electrical energy rank Df to “1” which means that the stored electrical energy Qb is sufficient (ST28). ), End the current control cycle, and shift to the next control cycle.

When the ECU 11 determines that the stored electrical energy Qb is less than or equal to the shortage determination threshold Q3 (ST27: No), the ECU 11 determines whether or not the stored electrical energy Qb is greater than a preset slight shortage determination threshold Q4 (ST29). . The slight deficiency determination threshold Q4 is a value smaller than the deficiency determination threshold Q3, and is set in advance according to the specifications of each part of the electrical system.

When the ECU 11 determines that the stored electrical energy Qb is greater than the slight shortage determination threshold Q4 (ST29: Yes), the stored electrical energy rank Df is set to “2” which means that the stored electrical energy Qb is slightly insufficient. Then, the rotational energy Qw of the rotating body 30 is measured based on the gear ratio of the continuously variable transmission 60, the rotational speed of the rotating body 30, and the like (ST31).

The ECU 11 determines whether or not the rotational energy Qw is greater than a preset shortage determination threshold Q5 (ST32). The deficiency determination threshold Q5 is set in advance according to the specifications of each part of the vibration reducing apparatus main body 20.

When the ECU 11 determines that the rotational energy Qw is greater than the shortage determination threshold Q5 (ST32: Yes), the ECU 11 sets the rotational energy rank Dw to “1” meaning that the rotational energy Qw is sufficient (ST33) The control cycle ends, and the process proceeds to the next control cycle.

ECU11, when it determines with rotational energy Qw being below shortage determination threshold value Q5 (ST32: No), it is determined whether rotational energy Qw is larger than the preset fine shortage determination threshold value Q6 (ST34). The slight deficiency determination threshold Q6 is a value smaller than the deficiency determination threshold Q5, and is set in advance according to the specifications of each part of the vibration reducing apparatus main body 20.

When the ECU 11 determines that the rotational energy Qw is greater than the slight shortage determination threshold Q6 (ST34: Yes), the ECU 11 sets the rotational energy rank Dw to “2” which means that the rotational energy Qw is slightly insufficient (ST35). ), End the current control cycle, and shift to the next control cycle.

When the ECU 11 determines in ST24 that the hydraulic energy Qp is equal to or less than the slight shortage determination threshold Q2 (ST24: No), the ECU 11 sets the hydraulic energy rank Dp to “3” which means that the hydraulic energy Qp is insufficient. Set (ST36), execute the hydraulic pressure generation control (ST37), end the current control cycle, and shift to the next control cycle. In this case, the ECU 11 engages the pump clutch 381 and operates the oil pump 380 with the power from the rotating body 30 or the power from the motor 66 to ensure the hydraulic pressure of the hydraulic system.

When the ECU 11 determines in ST29 that the stored electrical energy Qb is less than or equal to the slight shortage determination threshold Q4 (ST29: No), it means that the stored electrical energy rank Df is insufficient in the stored electrical energy Qb. 3 "(ST38), battery charge control is executed (ST39), the current control cycle is terminated, and the next control cycle is started. In this case, the ECU 11 engages the motor clutch 468 and operates the motor 66 as a generator by the power from the rotating body 30 or the power from the drive wheel 10 side to ensure electric power.

When the ECU 11 determines in ST34 that the rotational energy Qw is less than or equal to the slight shortage determination threshold Q6 (ST34: No), the ECU 11 sets the rotational energy rank Dw to “3” which means that the rotational energy Qw is insufficient. Set (ST40), end the current control cycle, and shift to the next control cycle.

And ECU11 grasps | ascertains the state of excess and deficiency of various energy according to the hydraulic energy rank Dp, the accumulation | storage electric energy rank Df, and the rotation energy rank Dw which are ranked as mentioned above, for example, and it is in this various energy state Accordingly, the priority order can be determined and the inertia energy (rotational energy) accumulated in the rotating body 30 can be converted into the kinetic energy of the vehicle 2, the electric energy of the motor 66, or the hydraulic energy of the oil pump 380. As a result, the vehicle vibration reduction device 401 can extract the energy accumulated in the rotating body 30 in the most appropriate energy form and ratio according to the situation, and can greatly improve the fuel consumption performance.

The vehicle vibration reduction device 401 according to the embodiment described above uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved. The vehicle vibration reduction device 401 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.

[Embodiment 5]
FIG. 9 is a flowchart illustrating an example of control in the vehicle vibration reduction device according to the fifth embodiment, and FIG. 10 is a time chart illustrating an example of operation in the vehicle vibration reduction device according to the fifth embodiment. The vehicle vibration reducing device according to the fifth embodiment is different from the second embodiment in the content of the control. Note that FIG. 3 is appropriately referred to for each configuration of the vehicle vibration reducing device according to the fifth embodiment.

First, an example of control by the ECU 11 of the vehicle vibration reduction device 501 (see FIG. 3) will be described with reference to the flowchart of FIG. Here, a case will be described in which the throttle is opened and the vehicle 2 is in an accelerated state from the inertia running state in which the gear stage 83 is selected by the main transmission 8 of the vehicle 2.

First, when the throttle is opened, the ECU 11 acquires the throttle opening and the engine speed corresponding to the detection results of various sensors, and the required vehicle driving torque based on the throttle opening and the engine speed. Tc is determined (ST51).

Next, the ECU 11 confirms the rotational energy Qw of the rotating body 30 (ST52). The ECU 11 checks the rotational energy Qw of the rotating body 30 based on, for example, the gear ratio of the continuously variable transmission 60, the rotational speed of the rotating body 30, and the like.

Next, the ECU 11 checks the stored electrical energy Qb of the battery 67 (ST53). For example, the ECU 11 checks the stored electrical energy Qb of the battery 67 based on the storage state of the battery 67 and the like.

Next, the ECU 11 determines whether or not the rotational energy Qw is greater than a preset determination reference rotational energy Qw0 and the stored electrical energy Qb is greater than a predetermined determination reference stored electrical energy Qb0 (ST54). The determination reference rotational energy Qw0 and the determination reference accumulated electric energy Qb0 are determination reference values for determining whether the driving force can be generated in the drive wheels 10 using the respective energies. It is preset based on this.

When the ECU 11 determines that the rotational energy Qw is greater than the determination reference rotational energy Qw0 and the stored electrical energy Qb is greater than the determination reference stored electrical energy Qb0 (ST54: Yes), the required vehicle drive torque Tc is the maximum rotating body output torque. It is determined whether it is smaller than Twm (ST55). Here, the rotator output maximum torque Twm corresponds to the maximum torque that the rotator 30 can generate on the transmission input shaft 13 according to the rotation state of the rotator 30.

When the ECU 11 determines that the required vehicle drive torque Tc is smaller than the rotator output maximum torque Twm (ST55: Yes), the ECU 11 controls the continuously variable transmission 60 and the engine 4 as follows. That is, the ECU 11 releases the rotational energy Qw with the magnitude of the rotating body output torque Tw that the vibration reducing device main body 220 generates on the transmission input shaft 13 in accordance with the current rotating state of the rotating body 30, and the rotational energy Qw is When it disappears, the vehicle 2 is driven and accelerated by the engine torque Te (ST56), the current control cycle is terminated, and the next control cycle is started.

When the ECU 11 determines that the required vehicle drive torque Tc is equal to or greater than the rotator output maximum torque Twm (ST55: No), the required vehicle drive torque Tc is the rotator output maximum torque Twm and the motor output maximum torque Tmgm. It is determined whether or not the sum is smaller than (ST57). Here, the motor output maximum torque Tmgm corresponds to the maximum torque that the motor 66 can generate on the transmission input shaft 13 in accordance with the current state.

If the ECU 11 determines that the required vehicle drive torque Tc is smaller than the sum of the rotator output maximum torque Twm and the motor output maximum torque Tmgm (ST57: Yes), the continuously variable transmission 60, the motor 66, and the engine 4 are turned on. And control as follows. That is, the ECU 11 releases the current rotational energy Qw with the magnitude of the rotator output maximum torque Twm, and the motor output torque that the motor 66 generates on the transmission input shaft 13 according to the current state. When the rotational energy Qw and the stored electrical energy Qb disappear, the vehicle 2 is driven and accelerated by the engine torque Te (ST58), the current control cycle is terminated, and the next control cycle is started.

If the ECU 11 determines in ST57 that the required vehicle drive torque Tc is equal to or greater than the sum of the rotator output maximum torque Twm and the motor output maximum torque Tmgm (ST57: No), [Tc = Te + Twm + Tmgm] ( ST59), the following control is performed. That is, the ECU 11 releases the current rotational energy Qw with the magnitude of the rotator output maximum torque Twm, and the motor output maximum that the motor 66 generates on the transmission input shaft 13 in accordance with the current state. When the torque Tmgm is released and the rotational energy Qw and the stored electrical energy Qb disappear, the vehicle 2 is driven and accelerated by the engine torque Te (ST60), the current control cycle is terminated, and the next control cycle is started. .

When the ECU 11 determines in ST54 that the rotational energy Qw is equal to or less than the determination reference rotational energy Qw0 or that the stored electric energy Qb is equal to or less than the determination reference stored electric energy Qb0 (ST54: No), the rotational energy Qw is It is determined whether or not it is smaller than the determination reference rotational energy Qw0 (ST61).

When the ECU 11 determines that the rotational energy Qw is smaller than the determination reference rotational energy Qw0 (ST61: Yes), the ECU 11 controls the engine 4 to drive and accelerate the vehicle 2 with the engine torque Te (ST62). End and shift to the next control cycle.

When the ECU 11 determines that the rotational energy Qw is equal to or greater than the determination reference rotational energy Qw0 (ST61: No), the ECU 11 determines whether the required vehicle driving torque Tc is smaller than the rotating body output maximum torque Twm (ST63). .

When the ECU 11 determines that the required vehicle driving torque Tc is smaller than the rotator output maximum torque Twm (ST63: Yes), the ECU 11 controls the continuously variable transmission 60 and the engine 4 as follows. That is, the ECU 11 releases the rotational energy Qw at the current rotating body output torque Tw, and when the rotational energy Qw is lost, the ECU 11 drives and accelerates the vehicle 2 with the engine torque Te (ST64), and ends the current control cycle. Then, the next control cycle is started.

When the ECU 11 determines that the required vehicle driving torque Tc is equal to or greater than the rotating body output maximum torque Twm (ST63: No), the ECU 11 controls the continuously variable transmission 60, the motor 66, and the engine 4 as follows. Control. That is, the ECU 11 releases the current rotational energy Qw with the magnitude of the rotating body output maximum torque Twm, and releases the accumulated electric energy Qb with the magnitude of the current motor output torque Tmg. When Qb disappears, the vehicle 2 is driven and accelerated by the engine torque Te (ST65), the current control cycle is terminated, and the next control cycle is started.

Here, in the vehicle vibration reduction device 501 according to this embodiment described above, the ECU 11 may also be used as the third control device.

Here, the vibration reduction apparatus main body 220 has a sufficient inertial energy storage capacity (storage allowance) by setting a state in which the rotational speed of the rotating body 30 is lower than a predetermined value before deceleration of the vehicle 2 to a basic optimum resonance state. To ensure that The ECU 11 controls the gear ratio of the continuously variable transmission 60 in this basic optimum resonance state, and sets the rotational speed of the rotating body 30 to be lower than a predetermined value. The basic optimum resonance state of the vibration reducing device main body 220 is a state in which almost no inertial energy is accumulated in the rotating body 30. In this case, the vibration reduction device main body 220 according to the present embodiment has the power train 3 in a state where the rotational speed of the rotating body 30 is low and the apparent inertial mass of the rotating body 30 is relatively small and the stored energy is relatively small. The actual inertia mass of the rotating body 30 and the spring constant Kd of the spring 271 are adjusted so as to optimally cancel the vibration generated by the vibration, and the natural frequency and the optimum resonance point of the vibration reducing device main body 220 are adjusted. Has been.

In the vibration reduction device main body 220, the actual inertial mass and the spring constant Kd of the spring 271 are adjusted so as to cancel the vibration generated in the power train 3 in the basic optimum resonance state. The vibration reduction apparatus main body 220 is controlled based on this basic optimum resonance state. Therefore, this vehicle vibration reducing device 501 can exhibit a high vibration damping effect in the basic optimum resonance state, and can realize, for example, extremely quiet running in the vehicle 2. The ECU 11 immediately starts accumulating energy in the rotating body 30 by immediately controlling the continuously variable transmission 60 and increasing the rotation speed of the rotating body 30 when the vehicle 2 is decelerated. be able to. As a result, the vehicle vibration reduction device 501 can effectively collect the kinetic energy of the vehicle 2 in the rotating body 30, accumulate more energy, and more efficiently accumulate and release energy. In addition, fuel efficiency can be improved.

Then, the ECU 11 of the present embodiment reduces the rotation speed of the rotating body 30 by decreasing the gear ratio of the continuously variable transmission 60 when the vehicle 2 is decelerated in the vibration reduction device main body 220 in the basic optimum resonance state. Inertial energy is stored in the body 30. Thereafter, the ECU 11 generates power by the engine 4 when the vehicle 2 is accelerated, increases the gear ratio of the continuously variable transmission 60, decreases the rotational speed of the rotating body 30, and releases the inertia energy accumulated in the rotating body 30. Control to regenerate by the motor 66 is executed.

Here, an example of the operation of the vehicle vibration reducing device 501 will be described with reference to the time chart of FIG. In FIG. 10, the horizontal axis represents the time axis, the vertical axis represents the throttle opening, the CVT speed ratio of the continuously variable transmission 60, the MG output torque of the motor 66, and the vehicle driving torque. The CVT speed ratio of the continuously variable transmission 60 corresponds to [the rotational speed of the output shaft 62 / the rotational speed of the input shaft 61 = 1 / the speed ratio of the continuously variable transmission 60].

The ECU 11 sets the throttle opening to 0 when the vehicle 2 is running in the basic optimum resonance state where the speed ratio of the continuously variable transmission 60 is the minimum speed ratio min and the rotational speed of the rotating body 30 is low. When the vehicle runs in inertia, the continuously variable transmission 60 is controlled to increase the speed ratio (decrease the speed ratio). Thereby, the ECU 11 increases the rotational speed of the rotating body 30 and accumulates the deceleration energy of the vehicle 2 in the rotating body 30 and inertial energy.

When the throttle is turned on at time t1 and the throttle opening increases, the ECU 11 exerts a high vibration damping effect in the basic optimum resonance state, so that the vibration reduction device body 220 is placed in the basic optimum resonance state. In order to return to the above, the continuously variable transmission 60 is controlled to decrease the speed ratio (increase the speed ratio) and decrease the rotational speed of the rotating body 30.

At this time, the vibration reduction device main body 220 releases the inertial energy accumulated in the rotating body 30, but here the ECU 11 controls the engine 4 to generate power, thereby responding more than the energy released by the rotating body 30. A vehicle driving torque corresponding to the throttle opening is output by highly efficient engine output. Thereby, ECU11 can give the driver | operator the favorable feeling of acceleration of the vehicle 2, and can ensure more comfortable acceleration performance.

At this time, the ECU 11 controls the MG output torque so that the apparent inertial mass of the rotating body 30 is equivalent to the basic optimum resonance state. That is, the ECU 11 uses the motor 66 as a generator to perform braking (power generation) control, so that the motor 66 releases the rotational body 30 as the rotational speed of the rotating body 30 decreases until the time t2 when the speed ratio becomes minimum. Electric power is generated and regenerated by the rotating power, and the kinetic energy is converted into electric energy and stored in the battery 67. Thereby, the vibration reduction device main body 220 can collect the kinetic energy released from the rotating body 30 when returning to the basic optimum resonance state as electric energy by the motor 66 and store it in the battery 67. That is, this vehicle vibration reduction device 501 reduces the rotational speed of the rotating body 30 by collecting the rotational energy accumulated in the rotating body 30 having relatively low responsiveness as electrical energy by the motor 66, The vibration reduction apparatus main body 220 can be returned to the basic optimum resonance state.

In this case, the ECU 11 may control the MG output torque by braking the motor 66 so that the following formula (2) is satisfied. In this equation (2), “Is” is the lowest inertial mass of the rotating body 30 (that is, the inertial mass in the basic optimum resonance state), “Ik” is the inertial mass in the transient state of the rotating body 30, and “ωk” is the excitation. The frequency “Tmg” is the MG output torque of the motor 66 and represents a negative torque (Tmg <0).

Is · (dωk / dt) = Ik · (dωk / dt) + Tmg (2)

Therefore, the vehicle vibration reduction device 501 can ensure a high vibration reduction effect by using the vibration reduction device main body 220 as an appropriate inertial mass while ensuring a comfortable acceleration performance. In addition, the energy of the rotating body 30 can be secured. Can be stored as electric energy without consuming wastefully, so that both vibration reduction and fuel efficiency can be more appropriately achieved, and driving feeling can be improved.

The vehicle vibration reduction device 501 according to the embodiment described above uses a function as a vibration reduction device (dynamic damper) and a function as a travel energy storage device in accordance with the state of the vehicle 2 to reduce vibration. Both reduction and improvement in fuel efficiency can be achieved. The vehicle vibration reduction device 501 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby achieving an improvement in energy efficiency while achieving appropriate vibration reduction. can do.

[Embodiment 6]
FIG. 11 is a schematic configuration diagram of a vehicle vibration reducing device according to the sixth embodiment. The vehicle vibration reducing apparatus according to the sixth embodiment differs from the third to fifth embodiments in the installation position of the pump.

11, the vibration reducing device 601 for a vehicle according to this embodiment shown in FIG. 11 includes an oil pump (pump) 680 in the vibration reducing device main body 20.

The oil pump 680 of the present embodiment is provided between the transmission input shaft 13 of the main transmission 8A and the output shaft 62 of the vibration reduction device main body 20. The oil pump 680 is provided so that power can be transmitted to the transmission input shaft 13 and the rotating body 30. In the oil pump 680, one of a pump shaft that rotates integrally with the pump impeller and the like and a case that accommodates the pump impeller and the like is connected to the output shaft 62 so as to be integrally rotatable, and the other is connected via a pump clutch 681. It is connected to the transmission input shaft 13.

Therefore, when the pump clutch 681 is in the engaged state, the oil pump 680 operates according to the differential rotation between the transmission input shaft 13 and the rotating body 30, and sucks, pressurizes, and boosts the oil. It can be pumped toward the lubricating part of the train 3 and the like. In this case, in the oil pump 680, since the output shaft 62 (rotary body 30) and the transmission input shaft 13 are rotated in the opposite directions around the rotation axis X4, the pump impeller and the case are rotated in the opposite directions. Can be made. As a result, the oil pump 680 can relatively increase the operating rotational speed, thereby improving the oil pressurizing and pumping efficiency. For example, when the engine rotational speed is low or the vehicle 2 is at a low speed. Even in such a case, it is possible to expand the operation range in which an appropriate discharge pressure, discharge amount and the like can be secured.

The vehicle vibration reduction device 601 according to the embodiment described above uses a function as a vibration reduction device (resonance point adjustment device) and a function as a travel energy storage device in accordance with the state of the vehicle 2, Both reduction of vibration and improvement of fuel efficiency can be achieved. The vehicle vibration reduction device 601 is configured to be able to store energy in the rotating body 30 via the continuously variable transmission 60, thereby realizing an improvement in energy efficiency while achieving appropriate vibration reduction. can do.

In addition, the vehicle vibration reduction device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims. The vehicle vibration reduction device according to the present embodiment may be configured by appropriately combining the components of the embodiments described above.

In the above description, the vehicle vibration reduction device has been described as being provided on the transmission input shaft 13 of the main transmission 8 that forms the drive system, but may be provided on the transmission output shaft 14. That is, the rotating body 30 as the inertial mass body may be coupled to the transmission output shaft 14 so that power can be transmitted.

The vehicle described above may be a so-called “hybrid vehicle” provided with a motor generator as an electric motor capable of generating electricity in addition to the internal combustion engine as a driving power source.

In the above description, the first control device, the second control device, and the third control device have been described as being shared by the ECU 11. However, the present invention is not limited to this, and is provided separately from the ECU 11 and mutually connected to the ECU 11. It may be configured to exchange information such as a detection signal, a drive signal, and a control command.

1, 201, 301, 401, 501, 601 Vehicle

vibration reducing device

2, 2 A Vehicle 3 Powertrain 4 Engine (traveling drive source)
5 Power transmission device 6 Clutch 7

Damper

8, 8 A Main transmission 9 Differential gear 10 Drive wheel 11 ECU (first control device, second control device, third control device)
12 Braking device 13 Transmission input shaft (rotary shaft, input shaft)
14 Transmission output shaft 15 Reduction

device rotation shaft

20, 220 Vibration reduction device body 30 Rotating body (Inertial mass body)
40 Transmission 50 Reduction device clutch (reduction device engagement device)
60 continuously variable transmission 61 input shaft (input member)
62 Output shaft (output member)
66 Motor (Rotating electric machine)
67 Battery 270 Spring holding mechanism 271 Spring (elastic body)
380, 680 Oil pump (pump)
381, 681 Pump clutch (pump engagement device)
468 Motor clutch (rotating electrical machine engaging device)

Claims

A power transmission device capable of transmitting rotational power from a driving source for traveling to a driving wheel of a vehicle is provided in parallel with a power transmission path from the traveling driving source to the driving wheel, and the rotational shaft of the power transmission device An inertial mass coupled to the power transmission to
Provided in a power transmission path between the rotary shaft and the inertial mass body, the rotational power from the rotary shaft can be shifted and transmitted to the inertial mass body, and there is no gear ratio when shifting. With a continuously variable transmission that can be changed in stages,
The inertial mass body is capable of storing the transmitted rotational power as inertial energy,
Vehicle vibration reduction device.
A first control device for controlling the continuously variable transmission;
The continuously variable transmission adjusts the rotation of the inertial mass body by changing the gear ratio, thereby changing the inertial mass of the inertial mass body,
The first control device controls the continuously variable transmission to store the inertia energy or release the inertia energy.
The vehicle vibration reduction device according to claim 1.
A rotating electric machine provided on an input member of the continuously variable transmission;
A pump that is provided on the output member of the continuously variable transmission so as to be able to transmit power to the inertial mass body and that can pressurize the working fluid by the power transmitted from the inertial mass body;
The vehicle vibration reduction device according to claim 1 or 2.
A rotating electrical machine engaging device capable of switching between a state in which the continuously variable transmission and the rotating electrical machine are engaged so that power can be transmitted and a state in which the engagement is released;
A pump engagement device capable of switching between a state in which the inertial mass body and the pump are engaged so as to transmit power and a state in which the engagement is released;
The vehicle vibration reduction device according to claim 3.
Control can be performed to convert the inertial energy accumulated in the inertial mass body into kinetic energy of the vehicle, electrical energy of the rotating electrical machine, or pressure energy of the pump according to the state of the vehicle. A second control device;
The vehicle vibration reducing device according to claim 3 or 4.
When the vehicle decelerates, the gear ratio of the continuously variable transmission is decreased to increase the rotational speed of the inertial mass body, and the inertial energy is accumulated in the inertial mass body. Control can be performed to generate power, to increase the gear ratio of the continuously variable transmission, to reduce the rotational speed of the inertial mass body, to release the inertial energy accumulated in the inertial mass body, and to regenerate by the rotating electrical machine A third control device comprising:
The vehicle vibration reducing device according to any one of claims 3 to 5.
The rotating shaft is an input shaft of a main transmission that shifts rotational power transmitted from the driving source for traveling to the driving wheel,
The pump is provided so as to be able to transmit power to the input shaft and the inertia mass body, and operates according to a differential rotation between the input shaft and the inertia mass body.
The vehicle vibration reduction device according to any one of claims 3 to 6.
An elastic body that connects the rotating shaft and the inertial mass body;
The vehicle vibration reduction device according to any one of claims 1 to 7.
A reduction device engagement device capable of switching between a state in which the rotating shaft and the continuously variable transmission are engaged so as to transmit power and a state in which the engagement is released;
The vehicular vibration reduction device according to any one of claims 1 to 8.