Vehicle vibration reducing apparatus

A vehicle vibration reducing apparatus includes: an inertial mass body; a first engagement device that is switched between a state where a running power source engages with a damper of a power transmission device so as to enable power transmission and a state where the engagement is released; a second engagement device that is switched between a state where the power transmission device engages with the inertial mass body so as to enable power transmission in a power transmission pass different from that of the first engagement device and a state where the engagement is released; and a third engagement device that is switched between a state where the running power source engages with the inertial mass body so as to enable power transmission in a power transmission path different from those of the first engagement device and the second engagement device and a state where the engagement is released.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a national phase application of International Application No. PCT/JP2012/051273, filed Jan. 20, 2012, the content of which is incorporated herein by reference.

TECHNICAL FIELD

The present invention relates to a vehicle vibration reducing apparatus.

BACKGROUND ART

As a device that is mounted on a vehicle so as to reduce vibration occurring in a vehicle, PTL 1 discloses a drive system rotation fluctuation reducing device that reduces rotation fluctuation of a drive system including an internal combustion engine, a transmission shaft transmitting an output torque of the internal combustion engine to a drive shaft of a vehicle, and a transmission disposed in the transmission shaft. Such a drive system rotation fluctuation reducing device includes variation means for causing inertia of the transmission shaft to vary and control means for controlling the variation means. In the drive system rotation fluctuation reducing device, a damper that absorbs fluctuation of the output torque is disposed closer to the internal combustion engine than the transmission of the transmission shaft, and the variation means causes the inertia of the transmission shaft, closer to the transmission than the damper, to vary. Accordingly, the drive system rotation fluctuation reducing device can increase the inertia of the transmission shaft while suppressing a decrease in the mode frequency of a primary eigenvalue in a torsional vibration mode of the drive system, by increasing the inertia of the transmission shaft closer to the transmission than the damper. As a result, the drive system rotation fluctuation reducing device can reduce the rotation fluctuation of the drive system while suppressing a decrease in vehicle responsiveness.

CITATION LIST

Patent Literature

SUMMARY OF THE INVENTION

Technical Problem

However, the drive system rotation fluctuation reducing device described in PTL 1 has a room for improvement, for example, in terms of achieving a proper decrease in vibration.

The present invention is made in consideration of the above-mentioned circumstances and an object thereof is to provide a vehicle vibration reducing apparatus that can properly reduce vibration.

Solution to Problem

In order to achieve the above-mentioned object, according to an aspect of the present invention, there is provided a vehicle vibration reducing apparatus including: an inertial mass body that is connected to a running power source generating rotational power for causing a vehicle to run or a power transmission device capable of transmitting the rotational power to a driving wheel via a damper from the running power source; a first engagement device that is switched between a state where the running power source engages with the damper of the power transmission device so as to enable power transmission and a state where the engagement is released; a second engagement device that is switched between a state where the power transmission device engages with the inertial mass body so as to enable power transmission in a power transmission pass different from that of the first engagement device and a state where the engagement is released; and a third engagement device that is switched between a state where the running power source engages with the inertial mass body so as to enable power transmission in a power transmission path different from those of the first engagement device and the second engagement device and a state where the engagement is released.

In the vehicle vibration reducing apparatus, the power transmission device may include a transmission that changes the rotational power transmitted from the running power source to the driving wheel step by step, the first engagement device, the second engagement device, and the third engagement device may be arranged to be coaxial with the rotation axis line of an input shaft of the transmission, and the second engagement device may be switched between a state where the input shaft of the transmission engages with the inertial mass body so as to enable power transmission and a state where the engagement is released.

The vehicle vibration reducing apparatus may further include a first control device that controls the first engagement device, the second engagement device, and the third engagement device, the running power source may be an internal combustion engine, and the first control device may control the first engagement device and the second engagement device so as to be switched to the disengaged state and may control the third engagement device so as to be switched to the engaged state when the running power source is in an idling operation state.

In the vehicle vibration reducing apparatus, the first control device may cause the vehicle to start moving in a state where the first engagement device and the second engagement device are in the disengaged state and the third engagement device is in the engaged state.

In the vehicle vibration reducing apparatus, the first control device may control the first engagement device so as to be switched to the engaged state when the vehicle starts moving in a state where the first engagement device and the second engagement device are in the disengaged state and the third engagement device is in the engaged state, and may control the third engagement device so as to be switched to the disengaged state and control the second engagement device so as to be switched to the engaged state after the engagement of the first engagement device is completed.

In the vehicle vibration reducing apparatus, the power transmission device may include a fluid transmission mechanism that transmits the rotational power via a fluid. In this case, when the vehicle starts moving in a state where the first engagement device and the second engagement device are in the disengaged state and the third engagement device is in the engaged state, the first control device may control the third engagement device so as to be switched to the disengaged state and control the second engagement device so as to be switched to the engaged state after a rotation speed of the inertial mass body side is synchronized with a rotation speed of the power transmission device side of the second engagement device, and may control the first engagement device so as to be switched to the engaged state after the disengagement of the third engagement device and the engagement of the engagement of the second engagement device are completed.

In the vehicle vibration reducing apparatus, the inertial mass body may be able to accumulate the transmitted rotational power as inertial energy.

The vehicle vibration reducing apparatus may further include: a rotation adjusting device that adjusts rotation of the inertial mass body; and a second control device that controls the rotation adjusting device so as to adjust the rotation of the inertial mass body on the basis of an output of the running power source.

In the vehicle vibration reducing apparatus, the second control device may control the rotation adjusting device so as to accumulate surplus power to power used for the running of the vehicle out of power generated by the running power source with respect in the inertial mass body.

In the vehicle vibration reducing apparatus, the second control device may control the rotation adjusting device so as to discharge deficient power in power used for the running of the vehicle out of power generated by the running power source from the inertial mass body.

In the vehicle vibration reducing apparatus, the first engagement device may be a lockup clutch of a fluid transmission mechanism that transmits the rotational power via a fluid.

Advantageous Effects of the Invention

The vehicle vibration reducing apparatus according to the present invention can achieve the effect of properly reducing vibration.

MODES FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The present invention is not limited to the embodiments. Elements in the following embodiments include elements which can be easily replaced by those skilled in the art or substantially identical elements.

FIG. 1is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to Embodiment 1,FIGS. 2 and 3are diagrams illustrating an example of an operation in the vehicle vibration reducing apparatus according to Embodiment 1,FIG. 4is a flowchart illustrating an example of a control in the vehicle vibration reducing apparatus according to Embodiment 1,FIG. 5is a timing diagram illustrating an example of the operation in the vehicle vibration reducing apparatus according to Embodiment 1, andFIGS. 6 and 7are diagrams schematically illustrating an example of a configuration of a rotation adjusting device of the vehicle vibration reducing apparatus according to Embodiment 1.

In the following description, unless mentioned differently, a direction parallel to a rotation axis line is defined as an axial direction, a direction perpendicular to the rotation axis line, that is, a direction perpendicular to the axial direction, is defined as a radial direction, and a direction around the rotation axis line is defined as a circumferential direction. The rotation axis line side in the radial direction is defined as an inner side in the radial direction and the opposite direction thereto is defined as an outer side in the radial direction.

A vehicle vibration reducing apparatus1according to this embodiment is a resonance point adjusting device that is applied to a vehicle2and that adjusts a resonance point (resonance frequency) of a power train3of the vehicle2, as illustrated inFIG. 1. Accordingly, the vehicle vibration reducing apparatus1is a noise-vibration-harshness (NVH) countermeasure device that reduces vibration occurring in the vehicle2. The vehicle vibration reducing apparatus1can typically adjust the resonance point of the power train3to reduce the NVH to an allowable range by adjusting inertial masses of a driving side and a driven side of the power train3using the inertial mass of a rotating body30as an inertial mass body. The vehicle vibration reducing apparatus1according to this embodiment can be also used as an energy storage device.

Here, the power train3of the vehicle2includes an engine4as an internal combustion engine which is a running power source that generates rotational power for causing the vehicle2to run and a power transmission device (transmission)5that transmits the rotational power generated by the engine4from the engine4to driving wheels9via a damper6or the like. The power transmission device5includes a damper6, a transmission7, and a differential gear8. In the power transmission device5, the rotational power generated by the engine4is transmitted to the damper6and the rotational power transmitted to the damper6is transmitted to the transmission7. The power transmission device5can change the rotational power from the engine4step by step, for example, using the transmission7and can transmit the changed rotational power to the driving wheels9of the vehicle2. The engine4, the transmission7, and the like are controlled by an ECU10as a first control device.

Therefore, in the vehicle2, when a crank shaft4aas an engine output shaft of the engine4is rotationally driven, the drive force is input to the transmission7via the damper6and the like, is shifted by the transmission, and is then transmitted to the driving wheels9via the differential gear8and the like. Accordingly, the vehicle2can move forward or backward by the rotation of the driving wheels9. The vehicle2includes a brake11that generates a braking force in the vehicle2in response to a braking operation as a brake request operation from a driver. The vehicle2can be decelerated or stopped by the braking force generated by the brake11.

Here, the transmission7changes a transmission gear ratio (transmission stage) depending on a running state of the vehicle2. The transmission7is disposed in a power transmission path from the engine4to the driving wheels9and can change rotational power transmitted from the engine4to the driving wheels9and output the changed rotation power. The power transmitted to the transmission7is shifted at a predetermined transmission gear ratio (=input speed/output speed) by the transmission7and is then transmitted to the driving wheels9. The transmission7may be a so-called manual transmission (MT) or a so-called automatic transmission such as a stepped automatic transmission (AT), a continuously-variable automatic transmission (CVT), a multi-mode manual transmission (MMT), a sequential manual transmission (SMT), and a dual clutch transmission (DCT). Here, the transmission7employs, for example, a stepped automatic transmission and the operation thereof is controlled via an oil pressure control device or the like by the ECU10.

More specifically, the transmission7changes the rotational power input to a transmission input shaft (input shaft)12from the engine4via the damper6or the like and outputs the changed rotational power from a transmission output shaft (output shaft)13. The transmission input shaft12is a rotating member to which the rotational power from the engine4is input in the transmission7. The transmission output shaft13is a rotating member that outputs the rotational power to the driving wheels9in the transmission7. The transmission input shaft12is supplied with power from the engine4and is rotatable about a rotation axis line X1. The transmission output shaft13is supplied with the changed power from the engine4and is rotatable about a rotation axis line X2parallel to the rotation axis line X1. The transmission7includes plural transmission stages (gear steps)71,72,73, and74to which predetermined transmission gear ratios are allocated. In the transmission7, one of the plural transmission stages71,72,73, and74is selected by a gear shift mechanism75including a synchronous engagement mechanism, and the power input to the transmission input shaft12is shifted by the selected one of the transmission stages71,72,73, and74and is output from the transmission output shaft13to the driving wheels9.

The ECU10is an electronic circuit having a microcomputer as a major element and including a CPU, a ROM, a RAM, and an interface. The ECU10receives electric signals corresponding to various detection results and controls the engine4, the transmission7, the brake11, and the like on the basis of the input detection results. Here, the power transmission device5including the transmission7and the brake11are hydraulic devices that operate with a pressure of operating oil (oil pressure) as a medium, and the ECU10controls the operations thereof through the use of an oil pressure control device or the like. The ECU10controls a throttle device of the engine4, for example, on the basis of an accelerator opening, a vehicle speed, and the like, adjusts a throttle opening of an intake passage, adjusts an amount of air suctioned to control an amount of fuel injected in accordance with the variation thereof, and adjusts an amount of fuel-air mixture with which a combustion chamber is charged to control the output power of the engine4. The ECU10controls the oil pressure control device, for example, on the basis of the acceleration opening and the vehicle speed and controls the transmission stage (transmission gear ratio) of the transmission7.

The vehicle vibration reducing apparatus1according to this embodiment includes a vibration reducing apparatus body20including a rotating body30as an inertial mass body, a first clutch (first engagement device)41, a second clutch (second engagement device)42, and a third clutch (third engagement device)43as plural engagement devices, and an ECU10that controls the vibration reducing apparatus body20, the first clutch41, the second clutch42, and the third clutch43. The vehicle vibration reducing apparatus1can connect the rotating body30to the crank shaft4aof the engine4or the rotation shaft of the power transmission device5constituting a drive system, that is, the transmission input shaft12by appropriately switching the operating states thereof depending on driving conditions. Accordingly, the vehicle vibration reducing apparatus1can properly reduce vibration in the power train3.

Here, the vehicle vibration reducing apparatus1can selectively use a first path44and a second path45as a transmission path of power to the rotating body30, that is, a connection path of the rotating body30, by appropriately switching the operating states of the first clutch41, the second clutch42, and the third clutch43depending on the driving conditions. The first path44is a power transmission path in which the engine4, the power transmission device5, and the rotating body30are connected in this order via the first clutch41and the second clutch42. Meanwhile, the second path45is a power transmission path which is different from the first path44and in which the engine4and the rotating body30are directly connected and disconnected via the third clutch43. That is, the second path45is a path in which the rotating body30is directly connected to the engine4without passing through the first clutch41, the power transmission device5, the second clutch42, and the like by bypassing them.

The vehicle vibration reducing apparatus1according to this embodiment typically adjusts the inertial mass of the driving side or the driven side and changes vibration reduction characteristics of the vibration reducing apparatus body20by switching the power transmission path to the first path44and the second path45depending on the state of the power train3to switch the connection state of the rotating body30by the control of the ECU10. Accordingly, the vehicle vibration reducing apparatus1can optimize balance between the inertial mass of the driving side (the power source side) upstream from the damper spring6aof the damper6and the inertial mass of the driven side (the driving wheel side) downstream from the damper spring6adepending on the operating state, and thus can lower the resonance frequency of the driven side. Accordingly, the vehicle vibration reducing apparatus1can lower the resonance points (the resonance point of the power train3) of the driving side and the driven side which vary depending on the driving condition of the speed of the engine4or the engine torque, thereby effectively suppressing the resonance. The vehicle vibration reducing apparatus1can achieve stabilization of idling, a decrease in energy loss at the time of start, and the like in addition to the decrease in vibration by switching the power transmission path to the first path44and the second path45depending on the driving condition of the vehicle2, thereby achieving improvement in fuel efficiency.

The constituents of the vehicle vibration reducing apparatus1will be described below in detail with reference toFIG. 1.

Specifically, the vibration reducing apparatus body20includes the rotating body30as the inertial mass body for controlling the resonance point and the rotation shaft50of the rotating body30.

The rotating body30is disposed in parallel to the power transmission path of the power transmission device5from the engine4to the driving wheels9. The rotating body30is formed in an annular disc shape and is coupled to the rotation shaft50so as to be rotatable as a unified body therewith. The rotating body30is disposed coaxially with the rotation axis line X1and is rotatable about the rotation axis line X1with power transmitted thereto. The rotating body30is selectively connected to the crank shaft4aor the transmission input shaft12via the first clutch41, the second clutch42, the third clutch43, and the like so as to enable power transmission. The rotating body30serves as an inertial mass body, that is, as an inertial mass member for generating an inertial moment.

The rotating body30according to this embodiment serves as an inertial mass body for controlling the resonance point and also serves as a so-called flywheel that accumulates the transmitted rotational power as inertial energy. Accordingly, the vibration reducing apparatus body20of the vehicle vibration reducing apparatus1is also used as an energy accumulating device of the vehicle2. That is, in the vehicle vibration reducing apparatus1, the rotating body30serves as both the inertial mass body and the flywheel, the rotating body30rotates with transmitted power, and the rotational power transmitted to the rotating body30can be accumulated as inertial energy. Accordingly, the vehicle vibration reducing apparatus1can achieve both a decrease in vibration and improvement in fuel efficiency.

The rotation shaft50is disposed coaxially with the rotation axis line X1and is rotatable about the rotation axis line X1with transmitted power. As described above, the rotating body30is coupled to one end of the rotation shaft50so as to be rotatable as a unified body therewith and the second clutch42and the third clutch43are connected to the other end thereof.

The first clutch41is a starting clutch and can be switched between a state where the engine4and the damper6of the power transmission device5engage with each other so as to enable power transmission and a state where the engagement is released. The first clutch41is disposed between the engine4and the damper6in the power transmission path. The damper6is disposed between the first clutch41and the transmission7in the power transmission path. The first clutch41can employ various clutches and, for example, a frictional disk clutch device such as a wet multi-disk clutch or a dry single-disk clutch can be used. Here, the first clutch41is, for example, a hydraulic device that operates with a clutch oil pressure as an oil pressure of operating oil.

The first clutch41can be switched to an engaged state where a rotation member41aon the engine4side and a rotation member41bon the damper6side engage with each other so as to enable power transmission and the engine4and the damper6engage with each other so as to enable power transmission and a disengaged state where the engagement is released. By switching the first clutch41to the engaged state, the rotation member41aand the rotation member41bare connected to each other to transmit power between the engine4and the damper6. On the other hand, by switching the first clutch41to the disengaged state, the rotation member41aand the rotation member41bare separated from each other to stop the power transmission between the engine4and the damper6. The first clutch41is switched to the disengaged state where the engagement is released when an engagement force for causing the rotation member41aand the rotation member41bto engage with each other is 0, and is changed to a completely-engaged state through a semi-engaged state (slip state) as the engagement force increases.

Here, the rotation member41ais a member that rotates as a unified body along with a hollow cylindrical intermediate shaft51coupled to the crank shaft4aso as to be rotatable as a unified body therewith. On the other hand, the rotation member41bis a member that rotates as a unified body along with a holding member6bholding the damper spring6aof the damper6. The intermediate shaft51is disposed coaxially with the rotation axis line X1and is rotatable about the rotation axis line X1with power transmitted thereto. The holding member6bis a member that holds the damper spring6abetween the holding member6band a holding member6ccoupled to the transmission input shaft12so as to be rotatable as a unified body therewith. The damper6is held to interpose the damper spring6abetween the holding member6band the holding member6cin the rotation direction (the circumferential direction around the rotation axis line X1). The damper spring6aof the damper6is elastically deformed depending on the magnitude of the power transmitted between the holding member6band the holding member6c. For example, the operation of the first clutch41is controlled through the use of an oil pressure control device or the like by the ECU10.

The second clutch42is a clutch for transmission/flywheel connection and can be switched to a state where the power transmission device5and the rotating body30engage with each other so as to enable power transmission in a power transmission path different from that of the first clutch41and a state where the engagement is released. The second clutch42is disposed between the transmission7of the power transmission device5and the rotating body30in the power transmission path. The second clutch42causes the transmission7and the rotating body30to engage with each other so as to enable power transmission without passing through the first clutch41by bypassing the first clutch41. Here, the second clutch42can be switched to a state where the transmission input shaft12and the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The second clutch42can employ various clutches similarly to the first clutch41.

The second clutch42can be switched to an engaged state where a rotation member42aon the transmission input shaft12side and a rotation member42bon the rotating body30side engage with each other so as to enable power transmission and the transmission input shaft12and the rotating body30engage with each other so as to enable power transmission and a disengaged state where the engagement is released. By switching the second clutch42to the engaged state, the rotation member42aand the rotation member42bare connected to each other to transmit power between the transmission input shaft12and the rotating body30. On the other hand, by switching the second clutch42to the disengaged state, the rotation member42aand the rotation member42bare separated from each other to stop the power transmission between the transmission input shaft12and the rotating body30. The second clutch42is switched to the disengaged state where the engagement is released when an engagement force for causing the rotation member42aand the rotation member42bto engage with each other is 0, and is changed to a completely-engaged state through a semi-engaged state (slip state) as the engagement force increases.

Here, the rotation member42ais a member that rotates as a unified body along with a hollow cylindrical intermediate shaft52coupled to the transmission input shaft12so as to be rotatable as a unified body therewith. On the other hand, the rotation member42bis a member that rotates as a unified body along with a hollow cylindrical intermediate shaft53coupled to the rotation shaft50so as to be rotatable as a unified body therewith. The intermediate shaft52and the intermediate shaft53are disposed coaxially with the rotation axis line X1and are rotatable about the rotation axis line X1with power transmitted thereto. For example, the operation of the second clutch42is controlled through the use of an oil pressure control device or the like by the ECU10.

The third clutch43is a clutch for engine/flywheel connection and can be switched to a state where the engine4and the rotating body30engage with each other so as to enable power transmission in a power transmission path different from those of the first clutch41and the second clutch42and a state where the engagement is released. The third clutch43is disposed between the engine4and the rotating body30in the power transmission path. The third clutch43causes the engine4and the rotating body30to engage with each other so as to enable power transmission without passing through the first clutch41and the second clutch42by bypassing the first clutch41and the second clutch42. Here, the third clutch43can be switched to a state where the crank shaft4aand the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The third clutch43can employ various clutches similarly to the first clutch41and the second clutch42.

The third clutch43can be switched to an engaged state where a rotation member43aon the crank shaft4aside and a rotation member43bon the rotating body30side engage with each other so as to enable power transmission and the crank shaft4aand the rotating body30engage with each other so as to enable power transmission and a disengaged state where the engagement is released. By switching the third clutch43to the engaged state, the rotation member43aand the rotation member43bare connected to each other to transmit power between the crank shaft4aand the rotating body30. On the other hand, by switching the third clutch43to the disengaged state, the rotation member43aand the rotation member43bare disconnected from each other to stop the power transmission between the crank shaft4aand the rotating body30. The third clutch43is switched to the disengaged state where the engagement is released when an engagement force for causing the rotation member43aand the rotation member43bto engage with each other is 0, and is changed to a completely-engaged state through a semi-engaged state (slip state) as the engagement force increases.

Here, the rotation member43ais a member that rotates as a unified body along with a cylindrical intermediate shaft54coupled to the crank shaft4aso as to be rotatable as a unified body therewith. On the other hand, the rotation member43bis a member that rotates as a unified body along with the rotation shaft50. The intermediate shaft54is disposed coaxially with the rotation axis line X1and is rotatable about the rotation axis line X1with power transmitted thereto. The intermediate shaft54is disposed to be inserted into hollow parts such as the hollow cylindrical intermediate shaft51, the transmission input shaft12, the intermediate shaft52, and the intermediate shaft53, the crank shaft4ais coupled to one end thereof, and the rotation member43ais coupled to the other end thereof so as to be rotatable as a unified body therewith. For example, the operation of the third clutch43is controlled through the use of an oil pressure control device or the like by the ECU10.

In the vehicle vibration reducing apparatus1having the above-mentioned configuration, the first clutch41and the second clutch42are switched to the engaged state and the third clutch43is switched to the disengaged state to set up the first path44. In this case, the rotating body30is connected to the transmission input shaft12. As a result, the vibration reducing apparatus body20can connect the rotating body30to the power transmission device5and can add the inertial mass of the rotating body30to the inertial mass of the driven side (driving wheel side) downstream from the damper spring6a. At this time, the rotational power transmitted from the engine4side or the driving wheel9side to the transmission input shaft12is input (transmitted) to the rotation shaft50sequentially through the intermediate shaft52, the second clutch42, the intermediate shaft53, and the like and is transmitted to the rotating body30.

In the vehicle vibration reducing apparatus1, at least the second clutch42is switched to the disengaged state and the third clutch43is switched to the engaged state to set up the second path45. In this case, the rotating body30is directly connected to the crank shaft4a. As a result, the vibration reducing apparatus body20can connect the rotating body30to the engine4and can add the inertial mass of the rotating body30to the inertial mass of the driving side (power source side) upstream from the damper spring6a. At this time, the rotational power transmitted from the engine4side to the intermediate shaft54is input (transmitted) to the rotation shaft50via the third clutch43and is then transmitted to the rotating body30, and transmission of the rotational power from the transmission input shaft12side to the rotating body30side is blocked by the second clutch42.

The vehicle vibration reducing apparatus1may be set to a state where any of the first path44and the second path45is not selected, that is, a state where the rotating body30is detached from any of the engine4and the power transmission device5, by switching both the second clutch42and the third clutch43to the disengaged state.

The ECU10according to this embodiment controls the first clutch41, the second clutch42, and the third clutch43depending on the driving conditions of the vehicle2.

The ECU10receives electrical signals corresponding to the detection results detected by various sensors such as an accelerator opening sensor60, a throttle opening sensor61, a vehicle speed sensor62, an engine speed sensor63, an input shaft speed sensor64, a rotating body speed sensor65, and a brake sensor66. The accelerator opening sensor60detects a degree of accelerator opening which is a degree of operation on an accelerator pedal (a degree of accelerator operation) by a driver. The throttle opening sensor61detects a degree of throttle opening of the engine4. The vehicle speed sensor62detects a vehicle speed which is a running speed of the vehicle2. The engine speed sensor63detects an engine speed corresponding to the rotation speed of the crank shaft4a. The input shaft speed sensor64detects an input shaft rotation speed of the transmission input shaft12of the transmission7. The rotating body speed sensor65detects a rotation speed of the rotation shaft50of the rotating body30. The brake sensor66detects a degree of operation on a brake pedal (a degree of brake operation) by the driver, for example, a master cylinder pressure.

The ECU10controls the engine4, the transmission7, the first clutch41, the second clutch42, and the third clutch43on the basis of the input detection results. The ECU10can detect ON/OFF of an accelerator operation which is an acceleration request operation on the vehicle2by a driver, for example, on the basis of the detection result of the accelerator opening sensor60. The ECU10can detect ON/OFF of a brake operation which is a braking request operation on the vehicle2by the driver, for example, on the basis of the detection result of the brake sensor66.

It is preferable that the ECU10in this embodiment control the first clutch41and the second clutch42to the disengaged state and control the third clutch43to the engaged state when the engine4is in an idling operation state such as after the engine4is started. Here, the idle (idling) operating state of the engine4is an operation of operating the engine4to a lowest speed close to a no-load state and is, for example, a self-sustaining operation of causing the energy generated in the engine4to countervail against the friction generated in the engine while driving auxiliary devices to the minimum necessary degree, or the like.

Accordingly, in the vehicle vibration reducing apparatus1, the second path45out of the first path44and the second path45is selected when the engine4is in the idling operation state. As a result, in the vehicle vibration reducing apparatus1, the rotating body30of the vibration reducing apparatus body20is directly connected to the crank shaft4awithout passing through the power transmission device5or the like and the rotating body30serves as an inertial mass of the engine4. Accordingly, the vehicle vibration reducing apparatus1can relatively increase the inertial mass of the engine4in the idling operation by the inertial mass corresponding to the flywheel and thus can stabilize the idling. Therefore, the vehicle vibration reducing apparatus1can relatively decrease the idling rotation speed (the engine speed in the idling operation) while maintaining the stable idling, thereby improving fuel efficiency. In the vehicle vibration reducing apparatus1, the rotating body30serves as a flywheel in this state, and the rotational power transmitted to the rotating body30can be accumulated as inertial energy in the rotating body30, the rotation fluctuation can also be absorbed, thereby reducing the NVH. In the vehicle vibration reducing apparatus1, the speed of the rotating body30increases to the speed equivalent to the engine speed in this state.

The ECU10can control all of the first clutch41, the second clutch42, and the third clutch43to the disengaged state before the engine4is started, and can control the third clutch43to the engaged state after the engine4is started. In this case, the vehicle vibration reducing apparatus1can relatively decrease the inertial mass cranked at the time of starting of the engine4, can decrease the cranking torque necessary for starting, and can decrease the torque capacity of, for example, a start motor, thereby achieving a decrease in size.

For example, when the accelerator operation by a driver is detected and the vehicle2is started, it is preferable that the ECU10control the first clutch41to the engaged state from the state where the first clutch41and the second clutch42are in the disengaged state and the third clutch43is in the engaged state as described above. That is, the ECU10controls the first clutch41to the engaged state from the state where the first clutch41and the second clutch42are in the disengaged state and the third clutch43is in the engaged state, and starts the vehicle2.

Accordingly, the vehicle vibration reducing apparatus1can reduce energy loss at the time of starting of the vehicle2as will be described below. That is, in the vehicle vibration reducing apparatus1, the speed of the rotating body30is equivalent to the engine speed as described above, in the state where the first clutch41and the second clutch42are in the disengaged state and the third clutch43is in the engaged such as when the engine4is in the idling operation state. Accordingly, in the vehicle vibration reducing apparatus1, the speed of the rotating body30is already equivalent to the engine speed before starting engagement of the first clutch41at the time of starting the vehicle2in this state. Accordingly, the vehicle vibration reducing apparatus1can relatively decrease the inertial mass on the driven side in which the rotation speed should be increased by the clutch transmission torque based on the slip control of the first clutch41, by the inertial mass of the rotating body30, in the course of switching the first clutch41from the disengaged state to the completely-engaged state. As a result, the vehicle vibration reducing apparatus1can suppress start clutch slip loss (thermal loss) generated when the first clutch41is in the semi-engaged state (slip state) in the course of switching the first clutch41to the completely-engaged state. That is, in the vehicle vibration reducing apparatus1, since the speed of the rotating body30is equivalent to the engine speed before starting engagement of the first clutch41, it is possible to reduce the start clutch slip loss in the first clutch41by the increase in the speed of the rotating body30at the time of starting of the vehicle2.

FIGS. 2 and 3schematically illustrate an example of the operation of the vehicle vibration reducing apparatus1. InFIGS. 2 and 3, the horizontal axis represents the time axis and the vertical axis represents the engine speed and the engine torque. Here, the energy (power) generated from the engine4can be calculated as a value corresponding to engine output torque×engine speed.FIG. 2schematically illustrates energy for increasing the speed of the inertial mass body on the driven side such as the power transmission device5and the driving wheels9in the vehicle vibration reducing apparatus1, andFIG. 3schematically illustrates energy for increasing the speed of the rotating body30in the vehicle vibration reducing apparatus1.

Briefly speaking, the engine output torque generated from the engine4is used as an engine torque Te1(seeFIG. 2) which is a torque component transmitted to the power transmission device5, the driving wheels9, and the like so as to drive them and an engine torque Te2(seeFIG. 3) which is a torque component n transmitted to the rotating body30via the second path45so as to rotate the rotating body30(engine output torque=Te1+Te2).

The energy based on the engine torque Te1is consumed as vehicle start use-corresponding energy, start loss-corresponding energy, and the like. Here, the vehicle start use-corresponding energy is energy for increasing the speed of the inertial mass body on the driven side such as the power transmission device5and the driving wheels9, that is, energy used to start the vehicle2(see area A1inFIG. 2). On the other hand, the start loss-corresponding energy is energy corresponding to thermal loss caused depending on the differential speed between the rotation member41aand the rotation member41bby switching the first clutch41to the slip state due to the inertial mass on the driven side such as the power transmission device5and the driving wheels9(see area A2inFIG. 2). The start loss-corresponding energy is generated in a period from time t11 at which the engagement of the first clutch41is started to time t12 at which the first clutch is in the completely-engaged state. The energy consumption based on the engine torque Te1is almost the same when the first path44is selected at the time of starting of the vehicle2and when the second path45is selected.

On the other hand, the energy based on the engine torque Te2is consumed as flywheel accumulation-corresponding energy, flywheel loss-corresponding energy, and the like when the first path44is selected at the time of starting of the vehicle2, that is, when the rotating body30of the vibration reducing apparatus body20is connected to the transmission input shaft12of the transmission7. Here, the flywheel accumulation-corresponding energy is energy for increasing the speed of the rotating body30, that is, rotational energy accumulated in the rotating body30(see area B1on the left side ofFIG. 3). On the other hand, the flywheel loss-corresponding energy is energy corresponding to thermal loss caused depending on the differential speed between the rotation member41aand the rotation member41bby switching the first clutch41to the slip state due to the inertial mass of the rotating body30(see area B2on the left side ofFIG. 3). The flywheel loss-corresponding energy is generated in a period from time t21 at which the engagement of the first clutch41is started to time t22 at which the first clutch is in the completely-engaged state.

On the contrary, in the vehicle vibration reducing apparatus1according to this embodiment, the rotating body30is directly connected to the crank shaft4aby selecting the second path45at the time of starting of the vehicle2. Accordingly, in the vehicle vibration reducing apparatus1, since the rotating body30rotates already at the speed equivalent to the engine speed as described above, the flywheel loss-corresponding energy is not generated in the period from time t21 at which the engagement of the first clutch41is started to time t22 at which the first clutch is in the completely-engaged state (see the right side ofFIG. 3). As a result, the vehicle vibration reducing apparatus1can consume most of the energy generated from the engine4as the flywheel accumulation-corresponding energy in the period from time t21 at which the engagement of the first clutch41is started to time t22 at which the first clutch is in the completely-engaged state (see area B1on the right side ofFIG. 3), that is, can accumulate the energy as the rotational energy in the rotating body30.

in the vehicle vibration reducing apparatus1, for example, when the engine4is in the idling operation state after the engine4is started at time t23 prior to time t21, the third clutch43is controlled to the engaged state as described above. At this time, the energy generated when the engine4is in the idling operation state is consumed as idling flywheel accumulation-corresponding energy, idling flywheel loss-corresponding energy, and the like. Here, the idling flywheel accumulation-corresponding energy is energy for increasing the speed of the rotating body30when the engine4is in the idling operation state, that is, rotational energy accumulated in the rotating body30(see area B3on the right side ofFIG. 3). The idling flywheel loss-corresponding energy is energy corresponding t to thermal loss generated depending on the differential speed between the rotation member43aand the rotation member43bby switching the third clutch43to the slip state due to the inertial mass of the rotating body30in the course of switching the third clutch43to the completely-engaged state (see area B4on the right side ofFIG. 3). The idling flywheel loss-corresponding energy is generated in a period from time t24 at which the engagement of the third clutch43is started to time t21 at which the third clutch is in the completely-engaged state (here, also the time at which the engagement of the first clutch41is started). In this case, the idling flywheel loss-corresponding energy (see area B4on the right side ofFIG. 3) is sufficiently smaller than the flywheel loss-corresponding energy (see area B2on the left side ofFIG. 3).

Therefore, in the vehicle vibration reducing apparatus1, the rotating body30rotates already at the speed equivalent to the engine speed when the first clutch41is made to engage at the time of starting. Accordingly, it is possible to suppress the start clutch slip loss in the first clutch41corresponding to the increase in the speed of the rotating body30. As a result, the vehicle vibration reducing apparatus1can reduce energy loss at the time of starting of the vehicle2and improve the start efficiency, thereby improving the fuel efficiency.

The ECU10performs the following control when the vehicle2is started in the state where the first clutch41and the second clutch42are in the disengaged state and the third clutch43is in the engaged state. That is, the ECU10controls the first clutch41to the engaged state and controls the third clutch43to the disengaged state and controls the second clutch42to the engaged state after the engagement of the first clutch41is completed.

Accordingly, in the vehicle vibration reducing apparatus1, the power transmission path can be switched between the first path44and the second path45by switching the second clutch42to the engaged state and switching the third clutch43to the disengaged state after the rotation speed of the crank shaft4aand the rotation shaft50is synchronized with (equivalent to) the rotation speed of the transmission input shaft12. Therefore, in the vehicle vibration reducing apparatus1, the second clutch42and the third clutch43can be switched without any shock, so that the state where the second path45is selected can be switched to the state where the first path44is selected. As a result, in the vehicle vibration reducing apparatus1, the state where the rotating body30of the vibration reducing apparatus body20is connected to the engine4and the inertial mass of the rotating body30is added to the inertial mass on the driving side can be switched to the state where the rotating body30is connected to the power transmission device5and the inertial mass of the rotating body30is added to the inertial mass on the driven side. Accordingly, the vehicle vibration reducing apparatus1can optimize the balance between the inertial mass on the driving side (power source side) upstream from the damper spring6aof the damper6and the inertial mass on the driven side (driving wheel side) downstream from the damper spring6adepending on the operating state. Thus, the vehicle vibration reducing apparatus1can decrease the resonance points (the resonance point of the power train3) on the driving side and the driven side which vary depending on the operating state such as the speed or the engine torque of the engine4and thus can effectively suppress the resonance. As a result, the vehicle vibration reducing apparatus1can adjust the resonance point of the power train3and can decrease the NVH to the allowable range. Accordingly, the vehicle vibration reducing apparatus1can suppress vibration based on first engine explosion generated in the power train3and thus to achieve a decrease in vibration noise and improvement in the fuel efficiency.

A control example of the ECU10will be described below with reference to the flowchart ofFIG. 4.

In a start mode (start control) of the vehicle2, first, the ECU10starts the engine4on the basis of a driver's operation or the like (ST1).

Then, the ECU10controls the engine4and controls the engine speed to a predetermined idling rotation speed as the idling rotation control (ST2).

Then, the ECU10determines whether the engine speed reaches the idling rotation speed (ST3). The ECU10determines whether a relationship between the engine speed Ne detected by the engine speed sensor63and a predetermined target idling rotation speed Ni satisfies a determination expression expressed by Expression (1), for example, on the basis of the detection result detected by the engine speed sensor63or the like. In Expression (1), “α” represents an predetermined error range between the target idling rotation speed Ni and the engine speed Ne.
Ne>Ni−α(1)

When it is determined that the relationship between the engine speed Ne and the target idling rotation speed Ni does not satisfy the determination expression expressed by Expression (1) (NO in ST3), that is, when it is determined that the engine speed does not reach the idling rotation speed, the ECU10returns to ST2and repeatedly performs the subsequent processes thereof.

When it is determined that the relationship between the engine speed Ne and the target idling rotation speed Ni satisfies the determination expression expressed by Expression (1) (YES in ST3), that is, when it is determined that the engine speed reaches the idling rotation speed, the ECU10controls the third clutch43to the engaged state (ST4). Accordingly, in the vehicle vibration reducing apparatus1, the rotating body30is directly connected to the crank shaft4a. At this time, the first clutch41and the second clutch42are in the disengaged state.

Then, the ECU10determines whether the engagement of the third clutch43is completed (ST5). The ECU10determines whether a relationship between the engine speed Ne detected by the engine speed sensor63and the speed Nf of the rotation shaft50detected by the rotating body speed sensor65satisfies a determination expression expressed by Expression (2), for example, on the basis of the detection results of the engine speed sensor63and the rotating body speed sensor65and the like. In Expression (2), “β” represents a predetermined error range between the engine speed Ne and the speed Nf of the rotation shaft50.
Ne—Nf<β(2)

When it is determined that the relationship between the engine speed Ne and the speed Nf of the rotation shaft50does not satisfy the determination expression expressed by Expression (2) (NO in ST5), that is, when it is determined that the engagement of the third clutch43is not completed, the ECU10returns to ST4and repeatedly performs the subsequent processes thereof.

When it is determined that the relationship between the engine speed Ne and the speed Nf of the rotation shaft50satisfies the determination expression expressed by Expression (2) (YES in ST5), that is, when it is determined that the rotation speed of the intermediate shaft54is synchronized with the rotation speed of the rotation shaft50and the engagement of the third clutch43is completed, the ECU10reads a degree of throttle opening θ on the basis of the detection result of the throttle opening sensor61or the like (ST6). The ECU10may read the degree of accelerator opening and perform the following processes on the basis of the detection result of the accelerator opening sensor60or the like instead of the degree of throttle opening θ.

Then, the ECU10determines whether the degree of throttle opening θ is greater than 0 on the basis of the degree of throttle opening θ read in ST6(ST7). When it is determined that the degree of throttle opening θ is equal to or less than 0 (NO in ST7), the ECU10returns to ST6and repeatedly performs the subsequent processes.

When it is determined that the degree of throttle opening θ is greater than 0 (YES in ST7), the ECU10controls the engine4so as to increase the engine speed to the engagement speed of the first clutch41(ST8). Here, the engagement speed of the first clutch41is a rotation speed set on the basis of the degree of throttle opening θ and is a rotation speed when the first clutch41is made to engage. The engagement speed of the first clutch41is stored as a map (not illustrated) relevant to the degree of throttle opening θ or a mathematical model in advance in a storage unit of the ECU10. The ECU10calculates the engagement speed corresponding to the degree of throttle opening θ from the map or the mathematical model on the basis of the degree of throttle opening θ read in ST6.

The ECU10controls the first clutch41to the engaged state while controlling the engine4so as to maintain the engine speed at the engagement speed (ST9).

After the rotation speed of the crank shaft4aand the rotation shaft50is synchronized with the rotation speed of the transmission input shaft12and the engagement of the first clutch41is completed, the ECU10controls the second clutch42and the third clutch43so as to switch the second clutch42and the third clutch43(ST10) and ends the start mode (start control). Accordingly, the vehicle vibration reducing apparatus1is switched from the state where the second path45is selected to the state where the first path44is selected.

An example of the operation of the vehicle vibration reducing apparatus1will be described below with reference to the timing diagram ofFIG. 5. InFIG. 5, the horizontal axis represents the time axis and the vertical axis represents the torque and the rotation speed. InFIG. 5, solid line L1indicates an engine output torque, solid line L2indicates an engine speed, one-dot chained line L3indicates an engine speed-increasing torque component of the engine output torque, dotted line L4indicates a vehicle-driving torque component of the engine output torque, one-dot chained line L5indicates an input shaft speed of the transmission input shaft12, and two-dot chained line L6indicates a rotating body speed of the rotating body30(the rotation shaft50).

In the vehicle vibration reducing apparatus1, when the engine4is started at time t31 at which the first clutch41, the second clutch42, and the third clutch43are disengaged, the engine speed is controlled to be the target idling rotation speed Ni and the engagement of the third clutch43is started at time t32. The rotating body speed increases with the engagement operation of the third clutch43, and is equivalent to the engine speed when the engagement of the third clutch43is completed at time t33. At this time, the engine speed is set to be slightly lower than the target idling rotation speed before the engagement of the third clutch43, and the engine output torque is also slightly decreased.

When the accelerator operation is turned on by a driver at time t34, the engine output torque increases and the engine speed and the rotating body speed increase accordingly by the operation of the engine speed-increasing torque component of the engine output torque therewith.

In the vehicle vibration reducing apparatus1, when the engine speed and the rotating body speed reach the engagement speed Na based on the degree of throttle opening (the degree of accelerator opening) at time t35, the engagement of the first clutch41is started. Accordingly, the input shaft speed increases with the engagement operation of the first clutch41and thus the vehicle2is started by the operation of the engine speed-increasing torque component of the engine output torque through the use of the first clutch41. When the engagement of the first clutch41is completed at time t36, the input shaft speed is equivalent to the engine speed and the rotating body speed.

In the vehicle vibration reducing apparatus1, the ECU10controls the second clutch42and the third clutch43depending on the state of the vehicle2so as to be switched to the disengaged state, whereby the inertial mass body such as the rotating body30can be detached from the drive system. Accordingly, when the vehicle vibration reducing apparatus1is in the operating state in which it is not necessary to adjust the resonance point of the vibration reducing apparatus body20or the like, it is possible to decrease the inertial mass of the drive system if necessary and, for example, to improve acceleration performance of the vehicle2.

In the above-mentioned vehicle vibration reducing apparatus1according to this embodiment, it is possible to selectively connect the rotating body30to the engine4or the power transmission device5by properly switching the operating states of the first clutch41, the second clutch42, and the third clutch43depending on the driving state. Accordingly, the vehicle vibration reducing apparatus1can optimize the balance between the inertial mass on the driving side and the inertial mass on the driven side depending on the driving state, and can lower the resonance point of the power train3which varies depending on the driving state to effectively suppress the resonance. In the vehicle vibration reducing apparatus1, the rotating body30is used together as the inertial mass body and the flywheel by properly switching the operating states of the first clutch41, the second clutch42, and the third clutch43depending on the driving state, and it is thus possible to reduce vibration and to achieve stabilization of the idling and a decrease in energy loss at the time of starting. As a result, the vehicle vibration reducing apparatus1can achieve both the reduction in vibration and the improvement in fuel efficiency, thereby properly reducing the vibration.

In the above-mentioned vehicle vibration reducing apparatus1according to this embodiment, the first clutch41, the second clutch42, and the third clutch43are arranged to be coaxial with the rotation axis line X1of the transmission input shaft12of the transmission7and the second clutch42can be switched to the state where the transmission input shaft12and the rotating body30engage with each other so as to enable power transmission and the state where both are disengaged from each other. Accordingly, the vehicle vibration reducing apparatus1can facilitate constructing the entire device body as a unified body with the transmission input shaft12of the transmission7and can set the transmission gear ratio of the rotational power or the rotation direction with a simple configuration when the rotational power is transmitted to the rotating body30via the first path44and when the rotational power is transmitted to the rotating body30via the second path45. As a result, the vehicle vibration reducing apparatus1can have a simple configuration and, for example, it is possible to decrease manufacturing cost.

In the vehicle reducing apparatus1, as illustrated inFIGS. 6 and 7, the vibration reducing apparatus body20may further include a rotation adjusting device80. The rotation adjusting device80can adjust the rotation of the rotating body30and is disposed in the power transmission path to the rotating body30. The rotation adjusting device80serves as a variable inertial mass device that variably controls the inertial mass of the rotating body30by adjusting the rotation of the rotating body30. The rotation adjusting device80can accumulate the inertial energy in the rotating body30or discharge the inertial energy from the rotating body30by adjusting the rotation of the rotating body30.FIG. 6illustrates a configuration (rotation adjusting device80A) using a planetary gear mechanism, a rotary electrical machine, and the like, andFIG. 7illustrates a configuration (rotation adjusting device80B) using a belt-type continuously-variable transmission and the like.

The rotation adjusting device80A illustrated inFIG. 6includes a planetary gear mechanism81and a rotation control device82. The planetary gear mechanism81includes plural rotation elements that can differentially rotate and the rotating body30is disposed in any of the plural rotation elements. The rotation control device82controls the rotation of the rotation elements of the planetary gear mechanism81. Accordingly, the rotation adjusting device80A adjusts the rotation of the rotating body30so as to variably control the inertial mass of the rotating body30.

In the rotation adjusting device80A, one of the plural rotation elements of the planetary gear mechanism81in the transmission using the planetary gear mechanism81is an input element to which power from the engine4or the power transmission device5is input and another rotation element is a rotation control element. In this case, in the vibration reducing apparatus body20, the planetary gear mechanism81of the rotation adjusting device80A is attached between the rotation shaft50and the rotating body30. In the vibration reducing apparatus body20, the rotation elements of the planetary gear mechanism81or the rotating body30serves as an inertial mass body, that is, an inertial mass member for generating an inertial moment. In the below description, a case where the inertial mass of the inertial mass body is variable includes a case where an apparent inertial mass is set to be variable by setting the rotation of the inertial mass body to be variable as long as it is differently mentioned. In the vibration reducing apparatus body20, the rotation shaft50, the planetary gear mechanism81, the rotation control device82, and the rotating body30serve as an inertial mass body of a resonance point adjusting device as a whole.

Specifically, the rotation adjusting device80A adjusts the rotation of the rotating body30so as to set the inertial mass of the rotating body30to be variable by changing the transmission gear ratio when the rotational power transmitted from the rotation shaft50to the rotating body30is shifted. The rotation adjusting device80A according to this embodiment accumulates the inertial energy in the rotating body30or discharges the inertial energy from the rotating body30by changing the transmission gear ratio of the rotational power transmitted to the rotating body30and adjusting the rotation of the rotating body30.

In the planetary gear mechanism81, the rotation centers of the rotation elements that can differentially rotate are arranged to be coaxial with the rotation axis line X1and the rotation elements are rotatable about the rotation axis line X1with transmitted power. The planetary gear mechanism81is so-called single-pinion planetary gear mechanism and includes a sun gear81S, a ring gear81R, and a carrier81C as the rotation elements. The sun gear81S is an externally-toothed gear. The ring gear81R is an internally-toothed gear arranged to be coaxial with the sun gear81S. The carrier81C holds the sun gear81S, the ring gear81R, and plural pinion gears81P engaging with both so as to enable rotation and revolution. In the planetary gear mechanism81according to this embodiment, the carrier81C is a first rotation element and corresponds to the input element, the sun gear81S is a second rotation element and corresponds to the rotation control element, and the ring gear81R is a third rotation element and corresponds to a flywheel element provided with the rotating body30.

The carrier81C is formed in an annular disk shape and supports the pinion gears81P as externally-toothed gears on the pinion shaft so as to enable rotation and revolution. The carrier81C constitutes an input member of the planetary gear mechanism81. The carrier81C is coupled to the rotation shaft50so as to be rotatable as a unified body therewith. The power transmitted to the rotation shaft50is transmitted (input) to the carrier81C. The ring gear81R is formed in an annular disk shape and has a gear formed on the inner circumferential surface thereof. The sun gear81S is formed in a cylindrical shape and has a gear formed on the outer circumferential surface thereof. The ring gear81R is coupled to the rotating body30so as to be rotatable as a unified body therewith, and the sun gear81S is connected to a motor83of the rotation control device82. Here, the rotating body30is formed in an annular disk shape and is coupled to the ring gear81R so as to be rotatable about the rotation axis line X1as a unified body therewith.

The rotation control device82is a device for controlling rotation of the rotation elements of the planetary gear mechanism81and includes a motor83as a speed control device and a battery84. The motor83is connected to the sun gear81S and controls the rotation of the sun gear81S. In the motor83, a stator as a fixed element is fixed to a case or the like and a rotor as a rotating element is disposed on the inner side in the radial direction of the stator and is coupled to the sun gear81S so as to be rotatable as a unified body therewith. The motor83is a rotary electrical machine having a function of an electric motor (power running function) of converting the power supplied from the battery84via an inverter or the like into mechanical power and a function of a power generator (regeneration function) of converting the input mechanical power into electrical power and charging the battery84with the electrical power via an inverter. The motor83can control the rotation (speed) of the sun gear81S by rotationally driving the rotor. The driving of the motor83is controlled by the ECU10.

The rotation adjusting device80A having the above-mentioned configuration can variably control the apparent inertial mass of the planetary gear mechanism81including the rotating body30as the inertial mass body by causing the ECU10to control the driving (braking) of the motor83of the rotation control device82. The vehicle vibration reducing apparatus1having the rotation adjusting device80A adjusts the inertial mass on the driving side or the driven side by changing the inertial mass of the planetary gear mechanism81including the rotating body30.

At this time, in the vehicle vibration reducing apparatus1, the ECU10controls more precise resonance point adjustment by controlling the driving of the motor83of the rotation control device82, controlling the rotation of the planetary gear mechanism81, and controlling the transmission gear ratio of the rotation adjusting device80A. Accordingly, the vehicle vibration reducing apparatus1can properly set the inertial mass of the vibration reducing apparatus body20and can properly reduce vibration in a broader operation range.

That is, in the vehicle vibration reducing apparatus1, the ECU10controls the driving of the motor83to variably control the rotation of the sun gear81S. Accordingly, the vehicle vibration reducing apparatus1sets the rotations of the rotation elements such as the sun gear81S or the ring gear81R of the planetary gear mechanism81and the rotating body30to be variable and sets the inertial force acting on the inertial mass body including the sun gear81S, the ring gear81R, and the rotating body30to be variable. As a result, the vehicle vibration reducing apparatus1performs the inertial mass control of variably controlling the apparent inertial mass of the inertial mass body. For example, in the vehicle vibration reducing apparatus1, by increasing the rotation speed of the rotating body30as the relatively large inertial mass body to increase the apparent inertial mass of the inertial mass body, it is possible to obtain an effect equivalent to that in the case where an actual inertial mass is increased. Accordingly, the vehicle vibration reducing apparatus1can change the resonance point by adjusting the inertial mass on the driven side, for example, when the second clutch42is in the engaged state, thereby changing vibration reduction characteristics of the vibration reducing apparatus body20. The vehicle vibration reducing apparatus1can increase the inertial mass on the driven side, for example, by controlling the driving of the motor83so as to increase the inertial mass of the rotating body30, and thus can lower the resonance frequency on the driven side to lower the resonance point of the power train3.

Accordingly, the vehicle vibration reducing apparatus1can properly adjust the inertial mass of the vibration reducing apparatus body20depending on the vibration occurring in the power train3, by causing the ECU10to control the driving of the motor83and to control the rotation of the planetary gear mechanism81so as to adjust the inertial mass of the rotating body30and the like. The ECU10controls the driving of the motor83, for example, on the basis of a target control quantity. Here, the target control quantity is a control quantity corresponding to a vibration mode which is determined by the number of resonance points or the resonance frequency of the power train3which vary depending on the current engine speed, the current engine torque, and the current transmission stage. The target control quantity is a target motor speed at which can reduce vibration, for example, by adjusting the rotation (inertial mass) of the rotating body30and the like in the power train3vibrating in various vibration modes so as to lower the resonance point.

As a result, in the vehicle vibration reducing apparatus1can control the efficiency of the power train3or the vibration noise to be optimized by adjusting the inertial mass of the vibration reducing apparatus body20to a proper inertial mass to adjust the resonance point, for example, even when the resonance point (resonance frequency) in the power train3varies. Accordingly, since the vehicle vibration reducing apparatus1can improve the vibration reduction performance, it is possible, for example, to realize comfortable running of the vehicle2and to enlarge a rotation speed range in which a lockup clutch of a fluid transmission mechanism can be turned on, for example, as described in another embodiment to be described later, and the lockup clutch mechanism can be turned on in a relatively-low rotation speed range, thereby improving the fuel efficiency.

In addition, the ECU10according to this embodiment can change the transmission gear ratio of the rotation adjusting device80A and can adjust the rotation of the rotating body30so as to accumulate the inertial energy in the rotating body30or discharge the inertial energy from the rotating body30, by controlling the rotation control device82in the rotation adjusting device80A so as to control the rotations of the rotation elements of the planetary gear mechanism81.

For example, when the rotational power transmitted to the rotation shaft50and transmitted to the rotating body30is accumulated as the inertial energy, the ECU10controls the driving of the motor83so as to lower the motor speed. The ECU10adjusts the rotation speed of the sun gear81S to decrease and increases the rotation speeds of the ring gear81R and the rotating body30, by lowering the motor speed. That is, the ECU10controls the rotation control device82so as to increase the rotation speed of the rotating body30when accumulating the inertial energy in the rotating body30. More specifically, when accumulating the inertial energy in the rotating body30, the ECU10uses the motor83as a power generator and controls the braking (power generation) of the motor83so as to lower the motor speed and to increase the rotation speed of the rotating body30.

In the vehicle vibration reducing apparatus1, for example, at the time of inertial running or decelerated running of the vehicle2, the rotational power is input to the carrier81C from the driving wheel9side via the differential gear8, the transmission output shaft13, any one of the plural transmission stages71,72, and73, the transmission input shaft12, the intermediate shaft52, the second clutch42, the intermediate shaft53, the rotation shaft50, and the like. Then, the vibration reducing apparatus body20can accumulate the rotation power transmitted from the carrier81C to the rotating body30as inertial energy in the rotating body30with the increases in the rotation speed of the rotating body30as described above. That is, in the vehicle vibration reducing apparatus1, at the time of inertial running or decelerated running of the vehicle2, the kinetic (running) energy of the vehicle2can be recovered and accumulated by the rotating body30by increasing the rotation speed of the rotating body30so as to idle with the rotation power transmitted from the driving wheel9side to the rotating body30. More specifically, the vibration reducing apparatus body20can convert the kinetic energy into electrical energy and can accumulate the electrical energy in the battery84, and can accumulate more energy, by accumulating the inertial energy (kinetic energy) in the rotating body30and generating power for regeneration by the use of the motor83as a whole. At this time, in the vehicle2, rotational resistance (negative rotation force) due to the inertia of the rotating body30is applied to the driving wheels9in cooperation with the brake11and the like, whereby a braking force is generated in the driving wheels9of the vehicle2and thus the vehicle2is decelerated to a desired vehicle speed.

On the other hand, for example, when the inertial energy accumulated in the rotating body30is discharged as the rotational power, the ECU10controls the driving of the motor83so as to increase the motor speed. The ECU10adjusts the rotation speed of the sun gear81S to increase and decreases the rotation speeds of the ring gear81R and the rotating body30by increasing the motor speed. That is, the ECU10controls the rotation control device82so as to decrease the rotation speed of the rotating body30when the inertial energy is discharged from the rotating body30. More specifically, when the inertial energy is discharged from the rotating body30, the ECU10uses the motor83as an electric motor and controls the driving of the motor83so as to increase the motor speed, thereby decreasing the rotation speed of the rotating body30.

Accordingly, the vehicle vibration reducing apparatus1discharges the inertial energy accumulated in the rotating body30as the rotational power and outputs the rotation power from the carrier81C, with the decrease in the rotation speed of the rotating body30. The rotational power output from the carrier81C is transmitted to the driving wheels9, for example, via the rotation shaft50, the intermediate shaft53, the second clutch42, the intermediate shaft52, the transmission input shaft12, any one of the plural transmission stages71,72, and73, the transmission output shaft13, the differential gear8, and the like. That is, the vehicle vibration reducing apparatus1can discharge the inertial energy from the rotating body30, for example, at the time of accelerated running of the vehicle2, and can drive the driving wheels9with the rotational power transmitted from the rotating body30side to the driving wheels9. More specifically, the vibration reducing apparatus body20can convert the electrical energy accumulated in the battery84into kinetic energy and can discharge the kinetic energy by discharging the inertial energy from the rotating body30and driving the motor83to enable power running as a whole. At this time, a drive force is generated in the vehicle2by applying the rotational power from the rotating body30or the motor83to the driving wheels9in cooperation with the engine4and the like, and thus the vehicle2is accelerated.

In the vehicle vibration reducing apparatus1having the above-mentioned configuration, the function as a resonance point adjusting device of the vibration reducing apparatus body20and the function as a running energy accumulating device of the vehicle2can be selectively used, for example, by controlling the rotation adjusting device80A depending on the state of the vehicle2, thereby more excellently achieving both the reduction in vibration and the improvement in fuel efficiency. That is, in the vehicle vibration reducing apparatus1, the vibration reducing apparatus body20as the resonance point adjusting device can reduce the NVH depending on the driving state. On the other hand, in the vehicle vibration reducing apparatus1, the vibration reducing apparatus body20as the energy accumulating device can accumulate energy (inertial (kinetic) energy, electrical energy) depending on the driving state of the vehicle2and can properly discharge the accumulated energy in cooperation with the output of the engine4.

The rotation adjusting device80B illustrated inFIG. 7includes a continuously-variable transmission85. The continuously-variable transmission85can transmit the rotation power from the rotation shaft50to the rotating body30with a change in speed and can change the transmission gear ratio in a stepless manner at the time of changing the speed. Accordingly, the rotation adjusting device80A adjusts the rotation of the rotating body30to variably control the inertial mass of the rotating body30. In this case, in the vibration reducing apparatus body20, the continuously-variable transmission85of the rotation adjusting device80B is disposed between the rotation shaft50and the rotating body30. In the below description of the rotation adjusting device80B, details common to the description of the rotation adjusting device80A will be described as little as possible.

Specifically, the rotation adjusting device80B adjusts the rotation of the rotating body30to variably control the inertial mass of the rotating body30, by changing the transmission gear ratio at the time of shifting the rotational power transmitted to the rotating body30by the use of the continuously-variable transmission85. The rotation adjusting device80B according to this embodiment can accumulate the inertial energy in the rotating body30or discharge the inertial energy from the rotating body30by controlling the continuously-variable transmission85so as to change the transmission gear ratio of the rotation power transmitted to the rotating body30and to adjust the rotation of the rotating body30.

The continuously-variable transmission85is a so-called belt-type continuously-variable transmission and includes an input shaft85a, an output shaft85b, a primary pulley85ccoupled to the input shaft85aso as to be rotatable as a unified body therewith, a secondary pulley85dcoupled to the output shaft85bso as to be rotatable as a unified body therewith, and an endless belt85esuspended between the primary pulley85cand the secondary pulley85d. The continuously-variable transmission85can transmit the power input to the input shaft85afrom the primary pulley85cto the secondary pulley85dvia the belt85e, can output the power from the output shaft85b, and can change the transmission gear ratio which is the rotation speed ratio of the output shaft85band the secondary pulley85dto the input shaft85aand the primary pulley85cin a stepless manner.

The input shaft85ais a rotation member to which the rotational power from the rotation shaft50is input in the continuously-variable transmission85. The output shaft85bis a rotation member that outputs the rotational power to the rotating body30side in the continuously-variable transmission85. The input shaft85acan rotate about the rotation axis line X1with the transmitted power. The output shaft85bcan rotate about the rotation axis line X3(for example, which may be the rotation axis line X2) parallel to the rotation axis line X1with the transmitted power. The input shaft85ais coupled to the rotation shaft50so as to be rotatable as a unified body therewith. The output shaft85bis coupled to the rotating body30so as to be rotatable as a unified body therewith. The continuously-variable transmission85performs a gear shift operation depending on the pressure (primary pressure and secondary pressure) of the oil supplied from the oil pressure control device and the like to a primary sheave oil pressure chamber of the primary pulley85cand a secondary sheave oil pressure chamber of the secondary pulley85dand changes the transmission gear ratio in a stepless manner under the control of the ECU10.

The rotation adjusting device80B having the above-mentioned configuration can variably control the apparent inertial mass of the rotating body30which is the inertial mass body by causing the ECU10to control the transmission gear ratio of the continuously-variable transmission85. In the vehicle vibration reducing apparatus1including the rotation adjusting device80B, the rotation adjusting device80B changes the inertial mass of the rotating body30so as to adjust the inertial mass on the driving side or the driven side.

At this time, the vehicle vibration reducing apparatus1controls more precise resonance point adjustment by causing the ECU10to control the continuously-variable transmission85and to control the transmission gear ratio of the rotation adjusting device80B. Accordingly, the vehicle vibration reducing apparatus1can properly set the inertial mass of the vibration reducing apparatus body20and can properly reduce the vibration in a broader driving range. The ECU10according to this embodiment controls the transmission gear ratio of the continuously-variable transmission85so as to change the transmission gear ratio of the rotation adjusting device80B to adjust the rotation of the rotating body30, thereby adjusting the inertial mass of the rotating body30or the like. Here, since the continuously-variable transmission85is a stepless transmission, the ECU10can seamlessly perform the rotation adjustment of the rotating body30and the adjustment of the resonance point more finely and in a stepless manner. For example, when the inertial mass on the driven side varies and the resonance point of the power train3varies depending on the variation in the gear shift operation of the transmission7or the driving state such as the rotation speed or the engine torque of the engine4, the ECU10adjusts the rotation (inertial mass) of the rotating body30by controlling the transmission gear ratio of the continuously-variable transmission85to correspond thereto.

That is, the vehicle vibration reducing apparatus1can properly adjust the inertial mass of the vibration reducing apparatus body20depending on the vibration generated in the power train3by causing the ECU10to control the continuously-variable transmission85so as to adjust the rotation (inertial mass) of the rotating body30or the like. The ECU10controls the transmission gear ratio of the continuously-variable transmission85, for example, on the basis of the target control quantity. The target control quantity is, for example, a target transmission gear ratio that can realize the reduction in vibration by adjusting the rotation (inertial mass) of the rotating body30or the like to lower the resonance point in the power train3vibrating in the vibration modes.

By controlling the transmission gear ratio of the continuously-variable transmission85, the ECU10may change the transmission gear ratio of the rotation adjusting device80B to adjust the rotation of the rotating body30and may accumulate the inertial energy in the rotating body30or discharge the inertial energy from the rotating body30.

For example, when the rotational power transmitted to the rotation shaft50and transmitted to the rotating body30is accumulated as the inertial energy, the ECU10shifts up the continuously-variable transmission85. As a result, in the vibration reducing apparatus body20, the rotation speed of the rotating body30increases and the rotational power transmitted to the rotating body30can be accordingly accumulated as the inertial energy in the rotating body30.

On the other hand, for example, when the inertial energy accumulated in the rotating body30is discharged as the rotational power, the ECU10shifts down the continuously-variable transmission85. As a result, in the vibration reducing apparatus body20, the rotation speed of the rotating body30decreases and the inertial energy accumulated in the rotating body30can be accordingly discharged as the rotational power.

Accordingly, the vehicle vibration reducing apparatus1having the above-mentioned configuration can accumulate energy (the inertial kinetic energy of the rotating body30) in the vibration reducing apparatus body20including the rotating body30and discharge the energy if necessary, thereby achieving the improvement in fuel efficiency. The vehicle vibration reducing apparatus1can perform the rotation adjustment and the inertial mass adjustment of the rotating body30more finely and in a stepless manner by the use of the continuously-variable transmission85. Therefore, the vehicle vibration reducing apparatus1can finely adjust the resonance point with higher precision depending on the situations and can more smoothly accumulate the inertial energy in the rotating body30and discharge the inertial energy from the rotating body30, thereby greatly enhancing the efficiency in accumulation and discharge of energy. As a result, the vehicle vibration reducing apparatus1can realize the additional reduction in vibration and the improvement in fuel efficiency. In this case, in the vehicle vibration reducing apparatus1, the function as the resonance point adjusting device of the vibration reducing apparatus body20and the function as the running energy accumulating device of the vehicle2can be selectively used, for example, by controlling the rotation adjusting device80B depending on the state of the vehicle2, thereby more excellently achieving both the reduction in vibration and the improvement in fuel efficiency.

The rotation adjusting device80described above is not limited to the above-mentioned configurations of the rotation adjusting device80A and the rotation adjusting device80B. For example, the rotation adjusting device80may be also used as the third clutch43. That is, the vehicle vibration reducing apparatus1may use the third clutch43as the third engagement device and the rotation adjusting device. In this case, the ECU10adjusts the rotation of the rotating body30and changes the inertial mass of the rotating body30by adjusting a degree of slipping of the third clutch43. The ECU10adjusts the rotation of the rotating body30by adjusting the degree of slipping of the third clutch43, and accumulates the inertial energy in the rotating body30or discharges the inertial energy from the rotating body30.

FIG. 8is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to Embodiment 2 andFIG. 9is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to a modification example. The vehicle vibration reducing apparatus according to Embodiment 2 is different from the vehicle vibration reducing apparatus according to Embodiment 1, in the arrangement of the engagement devices and the like. The configurations, operations, and effects common to the above-mentioned embodiment will be repeatedly described as little as possible (the same is true of the below-described embodiments).

As illustrated inFIG. 8, in a vehicle vibration reducing apparatus201according to this embodiment, the rotating body30is arranged to be coaxial with the rotation axis line X1and a second clutch242as the second engagement device is disposed on the transmission output shaft13side of the transmission7. In the vehicle vibration reducing apparatus201, the rotating body30is configured to be connectable to the transmission output shaft13via counter gears251,252, and253, the second clutch242, and the like.

Specifically, the vehicle vibration reducing apparatus201includes a vibration reducing apparatus body20including the rotating body30, the rotation shaft50, and the like, a first clutch (first engagement device)41, a second clutch (second engagement device)242, and a third clutch (third engagement device)43as the plural engagement devices, and an ECU10.

The rotating body30according to this embodiment is selectively connected to the crank shaft4aor the transmission output shaft13via the first clutch41, the second clutch242, the third clutch43, and the like so as to enable power transmission. The vibration reducing apparatus body20, the first clutch41, the third clutch43, the ECU10and the like have the same configurations as in the vehicle vibration reducing apparatus1(seeFIG. 1) and thus will be repeatedly described as little as possible.

The second clutch242according to this embodiment is a clutch for transmission/flywheel connection and can be switched to a state where the transmission output shaft13and the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The second clutch242can be switched to an engaged state where a rotation member242aon the transmission output shaft13side and a rotation member242bon the rotating body30side engage with each other so as to enable power transmission to cause the transmission output shaft13and the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member242ais a member that rotates as a unified body along with the transmission output shaft haft13. On the other hand, the rotation member242bis a member that is coupled to the counter gear251so as to be rotatable as a unified body therewith. The counter gear251is arranged to be coaxial with the rotation axis line X2and is rotatable about the rotation axis line X2with transmitted power. The counter gear251engages with the counter gear252. The counter gear252engages with the counter gear251so as to enable power transmission and engages with the counter gear253, which is coupled to the rotation shaft50so as to be rotatable as a unified body therewith, so as to enable power transmission.

In the vehicle vibration reducing apparatus201having the above-mentioned configuration, the first clutch41and the second clutch242are switched to the engaged state and the third clutch43is switched to the disengaged state, whereby a first path44is set up. In this case, the rotating body30is connected to the transmission output shaft13. As a result, in the vibration reducing apparatus body20, the rotating body30is connected to the power transmission device5and the inertial mass of the rotating body30can be added to the inertial mass on the driven side (the driving wheel side) downstream from the damper spring6a. In this case, the rotational power transmitted from the engine4side or the driving wheel9side to the transmission output shaft13is input (transmitted) to the rotation shaft50sequentially via the second clutch242, the counter gear251, the counter gear252, the counter gear253, and the like and is transmitted to the rotating body30. At this time, the power transmitted from the transmission output shaft13to the rotation shaft50is shifted depending on the transmission gear ratio (gear ratio) in the counter gear251, the counter gear252, and the counter gear253and is transmitted to the rotating body30side.

In the vehicle vibration reducing apparatus201, at least the second clutch242is switched to the disengaged state and the third clutch43is switched to the engaged state, whereby the second path45is set up similarly to the vehicle vibration reducing apparatus1(seeFIG. 1).

The transmission gear ratio in the counter gear251, the counter gear252, and the counter gear253is preferably set to be uniform after the rotation directions of the rotational power are set to the same direction in a case where the rotational power is transmitted to the rotating body30via the first path44when the a predetermined transmission stage (for example, a transmission stage71) is selected in the transmission7and a case where the rotational force is transmitted to the rotating body30via the second path45, but the present invention is not limited to this configuration. The transmission gear ratio in the counter gear251, the counter gear252, and the counter gear253can be properly set depending on various requirements.

In the above-mentioned vehicle vibration reducing apparatus201according to this embodiment, it is possible to achieve both the reduction in vibration and the improvement in fuel efficiency and thus to properly reduce the vibration. In the vehicle vibration reducing apparatus201, since the first path44and the second path45can be constituted without forming the second clutch242and the third clutch43in an inner-outer dual clutch structure, it is possible to facilitate attachment thereof and, for example, to reduce manufacturing cost or to improve reliability.

FIG. 9illustrates a vehicle vibration reducing apparatus201A according to the modification example. In the vehicle vibration reducing apparatus201A, the rotating body30is arranged to be coaxial with the rotation axis line X2and the counter gear251is coupled to the rotation shaft50so as to be rotatable as a unified body therewith.

In this case, in the state where the first path44is selected, the rotational power transmitted from the engine4side or the driving wheel9side to the transmission output shaft13is input (transmitted) to the rotation shaft50via the second clutch242and is transmitted to the rotating body30. On the other hand, in the state where the second path45is selected, the rotational power transmitted from the engine4side to the intermediate shaft54is input (transmitted) to the rotation shaft50sequentially via the third clutch43, the counter gear253, the counter gear252, and the counter gear251and is transmitted to the rotating body30.

In this case, the vehicle vibration reducing apparatus201A can achieve both the reduction in vibration and the improvement in fuel efficiency and can properly reduce vibration.

FIG. 10is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to Embodiment 3,FIGS. 11 and 12are diagrams schematically illustrating an example of a control in the vehicle vibration reducing apparatus according to Embodiment 3,FIG. 13is a flowchart illustrating an example of a control in the vehicle vibration reducing apparatus according to Embodiment 3,FIG. 14is a diagram illustrating an example of an engine torque map used in the vehicle vibration reducing apparatus according to Embodiment 3,FIG. 15is a diagram illustrating an example of an inertial mass increasing rate map used in the vehicle vibration reducing apparatus according to Embodiment 3, andFIG. 16is a flowchart illustrating an example of a control in the vehicle vibration reducing apparatus according to Embodiment 3. The vehicle vibration reducing apparatus according to Embodiment 3 is different from the vehicle vibration reducing apparatus according to Embodiment 1, in that the vehicle vibration reducing apparatus includes a second control device and the power transmission device includes a fluid transmission mechanism.

As illustrated inFIG. 10, a vehicle vibration reducing apparatus301according to this embodiment includes a vibration reducing apparatus body20including the rotating body30, the rotation shaft50, and the like, a first clutch (first engagement device)41, a second clutch (second engagement device)42, and a third clutch (third engagement device)43as plural engagement devices, and an ECU10. The ECU10according to this embodiment serves as the first control device and is also used as the second control device. The vibration reducing apparatus body20according to this embodiment includes a rotation adjusting device80. The basic configurations of the vibration reducing apparatus body20, the first clutch41, the second clutch42, the third clutch43, the ECU10, and the like are almost similar to the above-mentioned vehicle vibration reducing apparatus1(seeFIG. 1) and thus description thereof will be repeated as little as possible.

Here, the power transmission device5of the power train3to which the vehicle vibration reducing apparatus301according to this embodiment is applied includes a fluid coupling306as a fluid transmission mechanism that can transmit the rotational power via a fluid such as operating oil. The fluid coupling306includes a pump (pump impeller)306P coupled to the intermediate shaft51so as to be rotatable as a unified body therewith and a turbine (turbine runner)306T coupled to the damper6so as to be rotatable as a unified body therewith. A space between the pump306P and the turbine306T in a housing is filled with the fluid. The fluid coupling306is a kind of clutch that transmits the rotational power transmitted to the pump306P to the turbine306T via a fluid. The first clutch41and the damper6in this embodiment are attached to the fluid coupling306, and the first clutch41is configured as a lockup clutch of the fluid coupling306. When the first clutch41as the lockup clutch is in the disengaged state, the fluid coupling306transmits the rotational power from the crank shaft4ato the damper6via the intermediate shaft51, the pump306P, the fluid, and the turbine306T. On the other hand, when the first clutch41as the lockup clutch is in the engaged state, the fluid coupling306transmits the rotational power from the crank shaft4ato the damper6via the intermediate shaft51and the first clutch41(without passing through the fluid).

When the engine4is in the idling operation state after the engine4is started or the like, the ECU10controls the first clutch41and the second clutch42to the disengaged state and controls the third clutch43to the engaged state. Accordingly, the vehicle vibration reducing apparatus301can stabilize the idling of the engine4.

When the accelerator operation by the driver is turned on, the ECU10starts the vehicle2in the state where the first clutch41and the second clutch42are in the disengaged state and the third clutch43is in the engaged state. At this time, the ECU10according to this embodiment controls the first clutch41so as to be maintained in the disengaged state and to transmit the rotational power to the driving wheels9by the fluid transmission via the fluid of the fluid coupling306, instead of controlling the first clutch41to the engaged state immediately at the time of starting. Accordingly, the vehicle vibration reducing apparatus301can suppress the start clutch slip loss as described above, can reduce energy loss at the time of starting of the vehicle2, and can suppress rotation fluctuation by the fluid transmission in the fluid coupling306, thereby preferably suppressing vibration.

The ECU10performs the following control when the vehicle2is started in the state where the first clutch41and the second clutch42are in the disengaged state and the third clutch43is in the engaged state. That is, the ECU10controls the third clutch43to the disengaged state and controls the second clutch42to the engaged state after the rotation speed of the power transmission device5side of the second clutch42is synchronized with the rotation speed of the rotating body30side. In this case, the ECU10can determine whether the rotation speed of the power transmission device5side of the second clutch42is synchronized with the rotation speed of the rotating body30side, for example, on the basis of the input shaft speed of the transmission input shaft12and the rotation speed of the rotation shaft50of the rotating body30detected by the input shaft speed sensor64and the rotating body speed sensor65. The ECU10controls the first clutch41to the engaged state after the disengagement of the third clutch43and the engagement of the second clutch42are completed.

Accordingly, the vehicle vibration reducing apparatus301can suppress vibration by the fluid transmission in the fluid coupling306in the early period of starting and can switch the second clutch42and the third clutch43without any shock after the rotation speed of the crank shaft4aand the rotation shaft50is synchronized with the rotation speed of the transmission input shaft12. Thereafter, the vehicle vibration reducing apparatus301can switch the first clutch41to the engaged state to switch the power transmission state to the power transmission using the first clutch41which has smaller energy loss than the fluid transmission using the fluid coupling306after the second clutch42and the third clutch43are switched, and can switch the state where the second path45is selected to the state where the first path44is selected. As a result, the vehicle vibration reducing apparatus301can switch the state where the rotating body30of the vibration reducing apparatus body20is connected to the engine4and the inertial mass of the rotating body30is added to the inertial mass on the driving side to the state where the rotating body30is connected to the power transmission device5and the inertial mass of the rotating body30is added to the inertial mass on the driven side. Accordingly, the vehicle vibration reducing apparatus301can lower the resonance point (the resonance point of the power train3) on the driving side and the driven side which varies depending on the driving state such as the rotation speed or the engine torque of the engine4, thereby effectively suppressing the resonance.

The ECU10according to this embodiment controls the rotation adjusting device80on the basis of the output of the engine4so as to adjust the rotation of the rotating body30. Typically, since the engine efficiency is poor in the low-load area of the engine4, the ECU10uses a high-efficiency area of the engine4as much as possible and accumulates the surplus power in the rotating body30. On the basis of the output of the engine4, the ECU10controls the rotation adjusting device80so as to relatively increase the inertial mass at the time of low-load starting of the engine4and can control the rotation adjusting device80so as to relatively decrease the inertial mass at the time of high-load starting of the engine4, thereby using an area having high engine efficiency. In this case, in the vehicle vibration reducing apparatus301according to this embodiment, the first clutch41and the second clutch42are controlled to the disengaged state and the third clutch43is controlled to the engaged state.

More specifically, the ECU10can control the rotation adjusting device80so as to accumulate the surplus power to the power used for running of the vehicle2out of the power generated by the engine4in the rotating body30, for example, as illustrated inFIG. 11. InFIG. 11, the horizontal axis represents the engine speed, the vertical axis represents the engine torque, and the relationship between the operating point of the engine4determined depending on the engine speed and the engine torque and the fuel efficiency is illustrated. Solid lines L21to L26inFIG. 11indicate equivalent fuel efficiency lines (for example, equivalent fuel consumption curves) at which the fuel efficiency (for example, the fuel consumption rate) of the engine4is equivalent, respectively. The same is true ofFIG. 12to be described later.

An operating point P11when a start-driving torque as the power used for running of the vehicle2is generated at a predetermined engine speed in the engine4tends to be lower in fuel efficiency than an operating point P12at which the fuel efficiency of the engine4is suitable at the predetermined engine speed.

The ECU10according to this embodiment controls the engine4, for example, at the time of starting of the vehicle2so as to drive the engine4with the engine speed and the engine torque corresponding to the operating point P12. The ECU10controls the rotation adjusting device80so as to accumulate energy corresponding to a flywheel absorption torque Te3as the surplus power at the operating point P12to the power at the operating point P11as the inertial energy in the rotating body30.

Accordingly, the vehicle vibration reducing apparatus301can accumulate the surplus power to the power used for running of the vehicle2out of the power generated by the engine4in the rotating body30without being wasted while driving the engine4at the operating point at which the fuel efficiency is suitable. That is, the vehicle vibration reducing apparatus301can accumulate the surplus energy to the starting energy out of the engine output energy as the inertial energy in the rotating body30and can drive the engine4in an area in which the fuel efficiency is high. Accordingly, the vehicle vibration reducing apparatus301can achieve additional improvement in fuel efficiency.

For example, when an engine angular velocity is defined as “ωe”, a rotating body (flywheel) angular velocity is defined as “ωf”, and a fluid coupling pump angular velocity is defined as “ωp”, the relations of “ωe”, “ωf”, and “ωp” can be expressed, for example, by Expressions (3) and (4).
ωe=ωf=ωp(3)
dωe/dt=ωf/dt=ωp/dt(4)

For example, when the engine torque is defined as “Te”, the rotating body (flywheel) torque is defined as “Tf”, the fluid coupling pump torque is defined as “Tp”, the fluid coupling capacity coefficient is defined as “Cp”, the engine speed is defined as “Ne”, and the rotating body (flywheel) inertial mass is defined as “If”, the relations thereof can be expressed, for example, by Expressions (5) to (10).
Te=Tp+Tf(5)
Tp=Cp·Nc2(6)
Ne=(2π/60)·ωe(7)
Tf=If·(dωf/dt)  (8)
Te=Cp·Ne2+If·(dωf/dt)  (9)
Te=Cp·((2π/60)·ωe)2+If·(dωe/dt)  (10)

That is, the vehicle vibration reducing apparatus301can control the increase in the engine speed and can control a vehicle acceleration, for example, by driving the engine4in an engine output condition having high efficiency, controlling the rotation adjusting device80, and controlling the rotating body inertial mass If.

The ECU10can control the rotation adjusting device80so as to discharge deficient power in the power used for running of the vehicle2out of the power generated by the engine4from the rotating body30, for example, as illustrated inFIG. 12. In this case, in the vehicle vibration reducing apparatus301according to this embodiment, the first clutch41and the second clutch42are controlled to the disengaged state and the third clutch43is controlled to the engaged state.

For example, in a case where relatively-high power performance is required for causing the vehicle2to run such as a case where the vehicle2is started on an uphill road or a case where the vehicle is suddenly accelerated, the engine4is overloaded at the operating point P21when the required power is output from the engine4alone than at the operating point P22at which the fuel efficiency of the engine4is suitable and the fuel efficiency thereof is relatively lowered.

The ECU10according to this embodiment controls the engine4at the time of starting of the vehicle2requiring high power, for example, so as to drive the engine4with the engine speed and the engine torque corresponding to the operating point P22. The ECU10controls the rotation adjusting device80so as to discharge the energy corresponding to a flywheel discharge torque Te4as deficient power in power at the operating point P22out of power at the operating point P21from the rotating body30. That is, since the engine efficiency in the overloaded area of the engine4is low, the ECU10uses a high-efficiency area and uses the energy accumulated in the rotating body30as the deficient power in the idling operation. Accordingly, the vehicle vibration reducing apparatus301can supplement the deficient power in the power used for running of the vehicle2out of the power generated by the engine4with the energy accumulated in the rotating body30while driving the engine4at the operating point at which the fuel efficiency is suitable. That is, the vehicle vibration reducing apparatus301can drive the engine4in an area having high fuel efficiency and can supplement the deficient energy in the starting energy out of the engine output energy with the energy accumulated in the rotating body30. Accordingly, the vehicle vibration reducing apparatus301can secure proper starting performance and power performance and can achieve additional improvement in fuel efficiency.

An example of the control of the ECU10will be described below with reference to the flowchart illustrated inFIG. 13. First, the case where the surplus power to the power used for running of the vehicle2out of the power generated by the engine4is accumulated in the rotating body30will be described.

As a start mode (start control) of the vehicle2, first, the ECU10starts the engine4in response to a driver's operation or the like (ST201).

Then, as the idling operation control, the ECU10controls the engine4so that the engine speed is a predetermined idling rotation speed (ST202).

Then, the ECU10determines whether the engine speed reaches the idling rotation speed using Expression (1) or the like as described above (ST203).

When it is determined that the engine speed does not reach the idling rotation speed (NO in ST203), the ECU10returns to ST202and repeatedly performs the subsequent processes thereof.

When it is determined that the engine speed reaches the idling rotation speed (YES in ST203), the ECU10controls the third clutch43to the engaged state (ST204).

Then, the ECU10determines whether the engagement of the third clutch43is completed using Expression (2) or the like as described above (ST205).

When it is determined that the engagement of the third clutch43is not completed (NO in ST205), the ECU10returns to ST204and repeatedly performs the subsequent processes thereof.

When the rotation speed of the intermediate shaft54is synchronized with the rotation speed of the rotation shaft50and it is thus determined that the engagement of the third clutch43is completed (YES in ST205), the ECU10waits for a throttle signal (or an accelerator signal) while maintaining the engine speed at the idling rotation speed (ST206).

Then, the ECU10reads the degree of throttle opening θ on the basis of the detection result of the throttle opening sensor61or the like (ST207).

Then, the ECU10determines whether the degree of throttle opening θ is greater than 0 on the basis of the degree of throttle opening θ read in ST207(ST208). When it is determined that the degree of throttle opening θ is equal to or less than 0 (NO in ST208), the ECU10returns to ST206and repeatedly performs the subsequent processes thereof.

When it is determined that the degree of throttle opening θ is greater than 0 (YES in ST208), the ECU10determines the engine torque Te on the basis of the degree of throttle opening θ read in ST207(ST209).

Here, the ECU10determines the engine torque Te, for example, on the basis of an engine torque map m1illustrated inFIG. 14. In the engine torque map m1, the horizontal axis represents the degree of throttle opening θ and the vertical axis represents the engine torque Te. The engine torque map m1describes the relationship between the degree of throttle opening θ and the engine torque Te. The relationship between the degree of throttle opening θ and the engine torque Te is set in advance on the basis of actual vehicle tests or the like and then the engine torque map m1is stored in the storage unit of the ECU10. In the engine torque map m1, the engine torque Te is set to increase with an increase in the degree of throttle opening θ as indicated by a solid line L31. In the engine torque map m1, the engine torque Te is set so that the fuel efficiency of the engine4is suitable and the operating point for the engine speed is located close to the above-mentioned operating point P12, and is typically set to be greater than that in a case where the accumulation of energy in the rotating body30is not considered (see a dotted line L32inFIG. 14). The ECU10determines the engine torque Te from the degree of throttle opening θ read in ST207on the basis of the engine torque map m1. Accordingly, the ECU10can drive the engine4at the operating point at which the fuel efficiency is suitable by controlling the engine4on the basis of the engine torque Te determined herein.

This embodiment describes that the ECU10calculates the engine torque Te using the engine torque map m1illustrated inFIG. 14, but this embodiment is not limited to this description. The ECU10may calculate the engine torque Te on the basis of a mathematical model corresponding to the engine torque map m1illustrated inFIG. 14. The same is true of various maps to be described below.

Referring toFIG. 13again, after the engine torque Te is determined in ST209, the ECU10calculates the engagement speed Nm of the first clutch41on the basis of the engine output, the vehicle running conditions (mainly the degree of throttle opening θ), and the like and controls the engine speed Ne to the engagement speed Nm (ST210).

Then, the ECU10determines an inertial mass increasing rate Vf on the basis of the engine torque Te determined in ST209(ST211). The inertial mass increasing rate Vf corresponds to the target control quantity of the rotation adjusting device80. The ECU10controls the rotation adjusting device80on the basis of the inertial mass increasing rate Vf.

Here, the ECU10determines the inertial mass increasing rate Vf, for example, on the basis of an inertial mass increasing rate map m2illustrated inFIG. 15. In the inertial mass increasing rate map m2, the horizontal axis represents the engine torque Te and the vertical axis represents the inertial mass increasing rate Vf. The inertial mass increasing rate map m2describes a relationship between the engine torque Te and the inertial mass increasing rate Vf. In the inertial mass increasing rate map m2, the relationship between the engine torque Te and the inertial mass increasing rate Vf is set in advance on the basis of actual vehicle tests or the like and is stored in the storage unit of the ECU10. In the inertial mass increasing rate map m2, the inertial mass increasing rate Vf is set to increase with the increase in the engine torque Te as indicated by a solid line L41. In the inertial mass increasing rate map m2, the inertial mass increasing rate Vf is set depending on the energy level to be accumulated in the rotating body30so as to generate an appropriate start-driving torque as the power used for running of the vehicle2with respect to the engine torque Te. The ECU10determines the inertial mass increasing rate Vf from the engine torque Te determined in ST209on the basis of the inertial mass increasing rate map m2. Accordingly, the ECU10can accumulate the surplus power to the power used for running of the vehicle2out of the power generated by the engine4in the rotating body30while driving the engine4at the operating point at which the fuel efficiency is suitable, by controlling the rotation adjusting device80on the basis of the inertial mass increasing rate Vf determined herein.

Referring toFIG. 13again, after the inertial mass increasing rate Vf is determined in ST211, the ECU10actually controls the rotation adjusting device80on the basis of the inertial mass increasing rate Vf and controls the increase of the rotation speed of the rotating body30so as to accumulate the energy as an apparent inertial mass increase control (ST212), and controls the output of the engine4on the basis of the engine torque Te as the start control (ST213).

Then, the ECU10determines whether the rotation speed of the crank shaft4ais synchronized with the rotation speed of the transmission input shaft12(ST214). The ECU10determines whether the relationship between the engagement speed Nm (engine speed Ne) and the input shaft speed Nin of the transmission input shaft12detected by the input shaft speed sensor64satisfies the determination expression expressed by Expression (11), for example, on the basis of the detection result of the input shaft speed sensor64. In Expression (11), “δ” represents a predetermined error range between the engagement speed Nm and the input shaft speed Nin.
Nm−Nin<δ(11)

When it is determined that the relationship between the engagement speed Nm and the input shaft speed Nin does not satisfy the determination expression expressed by Expression (11) (NO in ST214), that is, when it is determined that the rotation speed of the crank shaft4ais not synchronized with (is not equal to) the rotation speed of the transmission input shaft12, the ECU10determines whether the vibration reducing apparatus body20reaches an inertial mass variation width limit (ST215). Here, the inertial mass variation width limit corresponds to a limit of an inertial mass which can vary by causing the rotation adjusting device80of the vibration reducing apparatus body20to control the rotation (controlling the speed increase) of the rotating body30and is set in advance depending on the specification of the rotation adjusting device80. The ECU10can determine whether the vibration reducing apparatus body20reaches the inertial mass variation width limit, for example, on the basis of the rotation speed of the rotating body30.

When it is determined that the vibration reducing apparatus body20reaches the inertial mass variation width limit (YES in ST215), the ECU10returns to ST213and repeatedly performs the subsequent processes thereof. When it is determined that the vibration reducing apparatus body20does not reach the inertial mass variation width limit (NO in ST215), the ECU10returns to ST212and repeatedly performs the subsequent processes thereof.

When it is determined in ST214that the relationship between the engagement speed Nm and the input shaft speed Nin satisfies the determination expression expressed by Expression (11) (YES in ST214), that is, when it is determined that the rotation speed of the crank shaft4ais synchronized with (is equal to) the rotation speed of the transmission input shaft12, the ECU10controls the second clutch42and the third clutch43so as to switch the second clutch42and the third clutch43(ST216).

The ECU10controls the first clutch41to the engaged state (ST217) and ends the start mode (start control).

An example of the control of the ECU10will be described below with reference to the flowchart illustrated inFIG. 16. Here, a case where the deficient power in the power used for running of the vehicle2out of the power generated by the engine4is discharged from the rotating body30will be described.

As the start mode (start control) of the vehicle2, first, the ECU10starts the engine4in response to a driver's operation or the like (ST301).

Then, as the idling rotation control, the ECU10controls the engine4so that the engine speed reaches a predetermined idling rotation speed (ST302).

Then, the ECU10determines whether the engine speed reaches the idling rotation speed using Expression (1) or the like as described above (ST303).

When it is determined that the engine speed does not reach the idling rotation speed (NO in ST303), the ECU10returns to ST302and repeatedly performs the subsequent processes thereof.

When it is determined that the engine speed reaches the idling rotation speed (YES in ST303), the ECU10controls the third clutch43to the engaged state (ST304).

Then, the ECU10determines whether the engagement of the third clutch43is completed using Expression (2) or the like as described above (ST305).

When it is determined that the engagement of the third clutch43is not completed (NO in ST305), the ECU10returns to ST304and repeatedly performs the subsequent processes thereof.

When it is determined that the rotation speed of the intermediate shaft54is synchronized with the rotation speed of the rotation shaft50and the engagement of the third clutch43is completed (YES in ST305), the ECU10determines whether a slope signal or a sudden start signal is in an ON state (ST306). The ECU10determines whether a slope signal or a sudden start signal is in an ON state, for example, on the basis of a state of a driving mode selection switch for selecting a slope mode or a sudden start mode or a signal from a detector for detecting the slope of a road.

When it is determined that the slope signal or the sudden start signal is in an OFF state (NO in ST306), the ECU10returns to ST206described with reference toFIG. 13and repeatedly performs the subsequent processes thereof.

When it is determined that the slope signal or the sudden start signal is in the ON state (YES in ST306), the ECU10waits for a throttle signal (or an accelerator signal) while waiting until the engine speed reaches the idling rotation speed (ST307).

Then, the ECU10reads the degree of throttle opening θ on the basis of the detection result of the throttle opening sensor61, or the like (ST308).

Then, the ECU10determines whether the degree of throttle opening θ is greater than 0 on the basis of the degree of throttle opening θ read in ST308(ST309).

When it is determined that the degree of throttle opening θ is equal to or less than 0 (NO in ST309), the ECU10determines whether the vibration reducing apparatus body20reaches the inertial mass variation width limit (the upper limit of the speed increase control of the rotating body30herein) (ST310).

When it is determined that the vibration reducing apparatus body20reaches the inertial mass variation width limit (YES in ST310), the ECU10returns to ST309and repeatedly performs the subsequent processes thereof.

When it is determined that the vibration reducing apparatus body20does not reach the inertial mass variation width limit (NO in ST310), the ECU10controls the rotation adjusting device80so as to control the rotation speed increase of the rotating body30to accumulate energy as the apparent inertial mass increase control (ST311), then returns to ST308, and repeatedly performs the subsequent processes thereof.

When it is determined in ST309that the degree of throttle opening θ is greater than 0 (YES in ST309), the ECU10determines the engine torque Te in a designated mode, that is, a slope or sudden start mode, on the basis of the degree of throttle opening θ read in ST308(ST312). Here, the ECU10basically determines the engine torque Te from the degree of throttle opening θ so that the engine4operates at the operating point at which the fuel efficiency is suitable, as described above in ST209. When sufficient energy is not accumulated in the rotating body30or the like, the ECU10determines the engine torque Th in anticipation of the deficient energy even with slight departure from the operating point at which the fuel efficiency is suitable.

After the engine torque Te is determined in ST312, the ECU10calculates the engagement speed Nm of the first clutch41in the designated mode such as a slope or sudden start mode on the basis of the engine output, the vehicle running conditions (mainly the degree of throttle opening θ), and the like, and controls the engine speed Ne to the engagement speed Nm (ST313).

Then, the ECU10determines an inertial mass decreasing rate Vf, that is, a rotating body (flywheel) torque Tf, on the basis of the engine torque Te determined in ST312(ST314). The inertial mass decreasing rate Vf corresponds to a target control quantity of the rotation adjusting device80. The ECU10controls the rotation adjusting device80on the basis of the inertial mass decreasing rate Vf. The ECU10determines the inertial mass decreasing rate Vf from the engine torque Te determined in ST312, for example, on the basis of a map or the like. Here, the ECU10determines the inertial mass decreasing rate Vf depending on the deficient power in the power used for running of the vehicle2out of the power generated by the engine4. Accordingly, the ECU10can secure proper starting performance and power performance, can drive the engine4at the operating point at which the fuel efficiency is suitable, and can achieve additional improvement in fuel efficiency, by controlling the rotation adjusting device80on the basis of the inertial mass decreasing rate Vf determined herein.

Then, the ECU10actually controls the rotation adjusting device80on the basis of the inertial mass decreasing rate Vf and controls the decrease of the rotation speed of the rotating body30so as to discharge the energy (ST315) as an apparent inertial mass increase control, and controls the output of the engine4on the basis of the engine torque Te as the start control (ST316).

Then, the ECU10determines whether the rotation speed of the crank shaft4ais synchronized with the rotation speed of the transmission input shaft12using Expression (11) as described above (ST317).

When it is determined that the rotation speed of the crank shaft4ais not synchronized with (is not equal to) the rotation speed of the transmission input shaft12(NO in ST317), the ECU10determines whether the vibration reducing apparatus body20reaches an inertial mass variation width limit (the lower limit of the deceleration control of the rotating body30herein) (ST318).

When it is determined that the vibration reducing apparatus body20reaches the inertial mass variation width limit (YES in ST318), the ECU10controls the rotation adjusting device80so as to set the rotating body (flywheel) torque Tf to 0 (ST319), then returns to ST316, and repeatedly performs the subsequent processes thereof.

When it is determined that the vibration reducing apparatus body20does not reach the inertial mass variation width limit (NO in ST318), the ECU10returns to ST315and repeatedly performs the subsequent processes thereof.

When it is determined in ST317that the rotation speed of the crank shaft4ais synchronized with (is equal to) the rotation speed of the transmission input shaft12(YES in ST317), the ECU10controls the second clutch42and the third clutch43to switch the second clutch42and the third clutch43(ST320).

The ECU10controls the first clutch41to the engaged state (ST321) and ends the start mode (start control).

The above-mentioned vehicle vibration reducing apparatus301according to this embodiment can achieve both the reduction in vibration and the improvement in fuel efficiency and can properly reduce vibration.

In the above-mentioned vehicle vibration reducing apparatus301according to this embodiment, the rotation adjusting device80is controlled on the basis of the output of the engine4so as to adjust the rotation of the rotating body30. Accordingly, in the vehicle vibration reducing apparatus301, since the engine4can be driven in an area having high fuel efficiency after accumulating or discharging energy in or from the rotating body30in response to a driver's acceleration request or the like, it is possible to achieve additional improvement in fuel efficiency.

FIG. 17is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to Embodiment 4. The vehicle vibration reducing apparatus according to Embodiment 4 is different from the vehicle vibration reducing apparatus according to Embodiment 3 in the configuration of the fluid transmission mechanism.

As illustrated inFIG. 17, the power transmission device5of the power train3to which the vehicle vibration reducing apparatus401according to this embodiment is applied includes a torque converter406as the fluid transmission mechanism that can transmit the rotational power via a fluid such as operating oil. The torque converter406is a kind of fluid coupling and includes a pump (pump impeller)406P coupled to the intermediate shaft51so as to be rotatable as a unified body therewith, a turbine (turbine runner)406T coupled to the damper6so as to be rotatable as a unified body therewith, a stator406S, and a one-way clutch406C, a space between the pump406P and the turbine406T in a housing is filled with a fluid. The torque converter406transmits the rotational power transmitted to the pump406P to the turbine406T via the fluid. Similarly to Embodiment 3, the first clutch41and the damper6are attached to the torque converter406, and the first clutch41is configured as a lockup clutch of the torque converter406. When the first clutch41as the lockup clutch is in the disengaged state, the torque converter406transmits the rotational power from the crank shaft4ato the damper6via the intermediate shaft51, the pump406P, the fluid, and the turbine406T. At the time of transmitting the power via the fluid, the torque converter406amplifies the torque at a predetermined torque ratio and transmits the amplified torque to the turbine406T. On the other hand, when the first clutch41as the lockup clutch is in the engaged state, the torque converter406transmits the rotational power from the crank shaft4ato the damper6via the intermediate shaft51and the first clutch41(without passing through the fluid). At the time of transmitting the power without using the fluid, the torque converter406transmits the torque with little change to the damper6.

Similarly to Embodiment 3, the ECU10according to this embodiment controls the rotation adjusting device80on the basis of the output of the engine4so as to adjust the rotation of the rotating body30. In this case, for example, when an engine angular velocity is defined as “we”, a rotating body (flywheel) angular velocity is defined as “ωf”, and a torque converter pump angular velocity is defined as “ωp”, the relations of “ωe”, “ωf”, and “ωp” can be expressed, for example, by Expressions (3) and (4). For example, when the engine torque is defined as “Te”, the rotating body (flywheel) torque is defined as “Tf”, the torque converter pump torque is defined as “Tp”, the torque converter turbine torque is defined as “Tt”, the torque converter fluid transmission torque ratio is defined as “t”, the torque converter capacity coefficient is defined as “Cp”, the engine speed is defined as “Ne”, and the rotating body (flywheel) inertial mass is defined as “If”, the power transmission device (transmission) input torque at the time of accumulation of energy in the rotating body is defined as “Tml”, and the power transmission device (transmission) input torque at the time of discharging of energy from the rotating body is defined as “Tmh”, the relations thereof can be expressed, for example, by Expressions (12) to (14) in addition to Expressions (5) to (10).
Tt=t·Tp(12)
Tml=t·Tp=t·(Te−|Tf|)  (13)
Tmh=t·Tp=t·(Te+|Tf|)  (14)

That is, the vehicle vibration reducing apparatus401can control the increase in the engine speed and can control a vehicle acceleration, for example, by driving the engine4in an engine output condition having high efficiency, controlling the rotation adjusting device80, and controlling the rotating body inertial mass if. At this time, the ECU10controls the output of the engine4and controls the rotating body inertial mass If in consideration of the torque ratio t of the torque converter406.

The above-mentioned vehicle vibration reducing apparatus401according to this embodiment can achieve both the reduction in vibration and the improvement in fuel efficiency and thus can properly reduce the vibration.

In the above-mentioned vehicle vibration reducing apparatus401according to this embodiment, since the engine4can be driven in an area having high fuel efficiency after accumulating or discharging energy in or from the rotating body30in response to a driver's acceleration request or the like, it is possible to achieve additional improvement in fuel efficiency. At this time, in the vehicle vibration reducing apparatus401, even when the engine output torque at the time of starting is relatively decreased, it is possible to secure the start performance of the vehicle2by the torque amplification operation of the torque converter406.

FIG. 18is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to Embodiment 5 andFIG. 19is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to a modification example. The vehicle vibration reducing apparatus according to Embodiment 5 is different from the vehicle vibration reducing apparatuses according to Embodiments 1 and 2 and the like in arrangements of the inertial mass body, the engagement devices, and the like.

As illustrated inFIG. 18, in the vehicle vibration reducing apparatus501according to this embodiment, the rotating body30is arranged to be coaxial with the rotation axis line X1and a second clutch542as the second engagement device is arranged to be coaxial with the rotation axis line X4parallel to the rotation axis line X1. The vehicle vibration reducing apparatus501is configured so that the rotating body30is connectable to the transmission input shaft12via gears556and555, an intermediate shaft554, the second clutch542, an intermediate shaft552, a gear553, a drive gear74a, and the like. In the vehicle vibration reducing apparatus501, the third clutch543as the third engagement device is arranged to be coaxial with the rotation axis line X1between the rotating body30and the engine4.

Specifically, the vehicle vibration reducing apparatus501includes a vibration reducing apparatus body20including the rotating body30, the rotation shaft50, and the like, the first clutch (first engagement device)41, the second clutch (second engagement device)542, and the third clutch (third engagement device)543as the plural engagement devices, and an ECU10. Here, the rotation shaft50is disposed to penetrate the rotating body30.

The rotating body30according to this embodiment is selectively connected to the crank shaft4aor the transmission input shaft12via the first clutch41, the second clutch542, the third clutch543, and the like so as to enable power transmission. The vibration reducing apparatus body20, the first clutch41, the ECU10and the like have the same configurations as in the vehicle vibration reducing apparatus1(seeFIG. 1) and thus will be repeatedly described as little as possible.

The second clutch542according to this embodiment is a clutch for transmission/flywheel connection and can be switched to a state where the transmission input shaft12and the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The second clutch542can be switched to an engaged state where a rotation member542aon the transmission input shaft12side and a rotation member542bon the rotating body30side engage with each other so as to enable power transmission to cause the transmission input shaft12and the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member542ais a member that rotates as a unified body along with the intermediate shaft552. The intermediate shaft552is coupled to the gear553so as to be rotatable as a unified body therewith. The gear553engages with the drive gear74aof the transmission stage74, which is coupled to the transmission input shaft12so as to be rotatable as a unified body therewith, so as to enable power transmission. On the other hand, the rotation member542bis a member that rotates as a unified body along with the intermediate shaft554. The intermediate shaft554is coupled to the gear555so as to be rotatable as a unified body therewith. The gear555engages with the gear556, which is coupled to an end of the rotation shaft50penetrating the rotating body30so as to be rotatable as a unified body therewith, so as to enable power transmission. The rotation member542a, the rotation member542b, the intermediate shaft552, the gear553, the intermediate shaft554, and the gear555are arranged to be coaxial with the rotation axis line X4and are rotatable about the rotation axis line X4with transmitted power. The gear556is arranged to be coaxial with the rotation axis line X1and is rotatable about the rotation axis line X1with transmitted power.

The third clutch543according to this embodiment is a clutch for engine/flywheel connection and can be switched to a state where the crank shaft4aand the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The third clutch543can be switched to an engaged state where a rotation member543aon the crank shaft4aside and a rotation member543bon the rotating body30side engage with each other so as to enable power transmission to cause the crank shaft4aand the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member543ais a member that rotates as a unified body along with the crank shaft4a. The rotation member543ain this embodiment is disposed at the opposite end of the end on the side of the crank shaft4aon which the intermediate shaft51is disposed. On the other hand, the rotation member543bis a member that rotates as a unified body along with the rotation shaft50. The rotation member543bin this embodiment is disposed at the opposite end of an end on the side of the rotation shaft50penetrating the rotating body30on which the gear556is disposed. The rotation member543aand the rotation member543bare arranged to be coaxial with the rotation axis line X1and are rotatable about the rotation axis line X1with transmitted power.

In the vehicle vibration reducing apparatus501having the above-mentioned configuration, the first clutch41and the second clutch542are switched to the engaged state and the third clutch543is switched to the disengaged state, whereby a first path44is set up. In this case, the rotating body30is connected to the transmission input shaft12. As a result, in the vibration reducing apparatus body20, the rotating body30is connected to the power transmission device5and the inertial mass of the rotating body30can be added to the inertial mass on the driven side (the driving wheel side) downstream from the damper spring6a. In this case, the rotational power transmitted from the engine4side or the driving wheel9side to the transmission input shaft12is input (transmitted) to the rotation shaft50sequentially via the drive gear74a, the gear553, the intermediate shaft552, the second clutch542, the intermediate shaft554, the gear555, the gear556, and the like and is then transmitted to the rotating body30. At this time, the power transmitted from the transmission input shaft12to the rotation shaft50is shifted depending on the transmission gear ratio (gear ratio) in the drive gear74aand the gear553and the transmission gear ratio in the gear555and the gear556, and is then transmitted to the rotating body30side.

In the vehicle vibration reducing apparatus501, at least the second clutch542is switched to the disengaged state and the third clutch543is switched to the engaged state, whereby a second path45is set up. In this case, the rotating body30is directly connected to the crank shaft4a. As a result, in the vibration reducing apparatus body20, the rotating body30can be connected to the engine4and the inertial mass of the rotating body30can be added to the inertial mass on the driving side (the power source side) upstream from the damper spring6a. At this time, the rotational power from the engine4side is input (transmitted) to the rotation shaft50via the third clutch543and is then transmitted to the rotating body30, and the transmission of the rotational power from the transmission input shaft12side to the rotating body30side is blocked by the second clutch542.

Here, the transmission gear ratio in the drive gear74aand the gear553and the transmission gear ratio in the gear556and the gear555are set to be uniform, but the present invention is not limited to this setting. The transmission gear ratio in the drive gear74aand the gear553and the transmission gear ratio in the gear556and the gear555can be appropriately set depending on various requirements.

In the above-mentioned vehicle vibration reducing apparatus501according to this embodiment, it is possible to achieve both the reduction in vibration and the improvement in fuel efficiency, thereby properly reducing the vibration.

FIG. 19illustrates a vehicle vibration reducing apparatus501A according to a modification example. The vehicle vibration reducing apparatus501A is different from the above-mentioned vehicle vibration reducing apparatus in the engagement position of the gear553acoupled to the intermediate shaft552so as to be rotatable as a unified body therewith. A gear553ain this modification example engages with a drive gear71aof the transmission stage71, which is coupled to the transmission input shaft12so as to be rotatable as a unified body therewith, so as to enable power transmission. The vehicle vibration reducing apparatus501A according to this modification example is provided with a gear555ainstead of the gear555and is provided with a gear556ainstead of the gear556. In the vehicle vibration reducing apparatus501A according to this modification example, the transmission gear ratio in the drive gear71aand the gear553aand the transmission gear ratio in the gear556aand the gear555aare set to be uniform.

In this case, the vehicle vibration reducing apparatus501A can achieve both the reduction in vibration and the improvement in fuel efficiency and can properly reduce vibration.

FIG. 20is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to Embodiment 6. The vehicle vibration reducing apparatus according to Embodiment 6 is different from the vehicle vibration reducing apparatuses according to Embodiments 1, 2, and 5 and the like in arrangements of the inertial mass body, the engagement devices, and the like.

As illustrated inFIG. 20, in the vehicle vibration reducing apparatus601according to this embodiment, the rotating body30and a second clutch642as the second engagement device are arranged to be coaxial with the rotation axis line X4. The vehicle vibration reducing apparatus601is configured so that the rotating body30is connectable to the transmission input shaft12via the second clutch642, an intermediate shaft652, a gear653, a gear654, and the like. In the vehicle vibration reducing apparatus601, a third clutch643as the third engagement device is arranged to be coaxial with the rotation axis line X1between a gear656and the engine4.

Specifically, the vehicle vibration reducing apparatus601includes a vibration reducing apparatus body20including the rotating body30, the rotation shaft50, and the like, the first clutch (first engagement device)41, the second clutch (second engagement device)642, and the third clutch (third engagement device)643as the plural engagement devices, and an ECU10. Here, the rotation shaft50is disposed to penetrate the rotating body30.

The rotating body30according to this embodiment is selectively connected to the crank shaft4aor the transmission input shaft12via the first clutch41, the second clutch642, the third clutch643, and the like so as to enable power transmission. The vibration reducing apparatus body20, the first clutch41, the ECU10and the like have the same configurations as in the vehicle vibration reducing apparatus1(seeFIG. 1) and thus will be repeatedly described as little as possible.

The second clutch642according to this embodiment is a clutch for transmission/flywheel connection and can be switched to a state where the transmission input shaft12and the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The second clutch642can be switched to an engaged state where a rotation member642aon the transmission input shaft12side and a rotation member642bon the rotating body30side engage with each other so as to enable power transmission to cause the transmission input shaft12and the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member642ais a member that rotates as a unified body along with the intermediate shaft652. The intermediate shaft652is coupled to the gear653so as to be rotatable as a unified body therewith. The gear653engages with a gear654, which is coupled to the transmission input shaft12so as to be rotatable as a unified body therewith, so as to enable power transmission. On the other hand, the rotation member642bis a member that rotates as a unified body along with the rotation shaft50. The rotation member642bis coupled to an end of the rotation shaft50penetrating the rotating body30so as to be rotatable as a unified body therewith. The rotation member642a, the rotation member642b, the intermediate shaft652, and the gear653are arranged to be coaxial with the rotation axis line X4and are rotatable about the rotation axis line X4with transmitted power. The gear654is arranged to be coaxial with the rotation axis line X1and is rotatable about the rotation axis line X1with transmitted power.

The third clutch643according to this embodiment is a clutch for engine/flywheel connection and can be switched to a state where the crank shaft4aand the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The third clutch643can be switched to an engaged state where a rotation member643aon the crank shaft4aside and a rotation member643bon the rotating body30side engage with each other so as to enable power transmission to cause the crank shaft4aand the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member643ais a member that rotates as a unified body along with the crank shaft4a. The rotation member643ain this embodiment is disposed at the opposite end of the end on the side of the crank shaft4aon which the intermediate shaft51is disposed. On the other hand, the rotation member643bis a member that rotates as a unified body along with the rotation shaft50. The rotation member643bin this embodiment is coupled to an intermediate shaft655so as to be rotatable as a unified body therewith. The intermediate shaft655is coupled to a gear656so as to be rotatable as a unified body therewith. The gear656engages with a gear657, which is coupled to an end of the rotation shaft50penetrating the rotating body30so as to be rotatable as a unified body therewith, so as to enable power transmission. The gear657is disposed at the opposite end of an end on the side of the rotation shaft50on which the rotation member642bis disposed. The rotation member643a, the rotation member643b, the intermediate shaft655, and the gear656are arranged to be coaxial with the rotation axis line X1and are rotatable about the rotation axis line X1with transmitted power. The gear657is arranged to be coaxial with the rotation axis line X4and is rotatable about the rotation axis line X4with transmitted power.

In the vehicle vibration reducing apparatus601having the above-mentioned configuration, the first clutch41and the second clutch642are switched to the engaged state and the third clutch643is switched to the disengaged state, whereby a first path44is set up. In this case, the rotating body30is connected to the transmission input shaft12. As a result, in the vibration reducing apparatus body20, the rotating body30is connected to the power transmission device5and the inertial mass of the rotating body30can be added to the inertial mass on the driven side (the driving wheel side) downstream from the damper spring6a. In this case, the rotational power transmitted from the engine4side or the driving wheel9side to the transmission input shaft12is input (transmitted) to the rotation shaft50sequentially via the gear654, the gear653, the intermediate shaft652, the second clutch642, and the like and is then transmitted to the rotating body30. At this time, the power transmitted from the transmission input shaft12to the rotation shaft50is shifted depending on the transmission gear ratio (gear ratio) in the gear654and the gear653, and is then transmitted to the rotating body30side.

In the vehicle vibration reducing apparatus601, at least the second clutch642is switched to the disengaged state and the third clutch643is switched to the engaged state, whereby a second path45is set up. In this case, the rotating body30is directly connected to the crank shaft4a. As a result, in the vibration reducing apparatus body20, the rotating body30can be connected to the engine4and the inertial mass of the rotating body30can be added to the inertial mass on the driving side (the power source side) upstream from the damper spring6a. At this time, the rotational power from the engine4side is input (transmitted) to the rotation shaft50sequentially via the third clutch643, the intermediate shaft655, the gear656, the gear657, and the like and is then transmitted to the rotating body30, and the transmission of the rotational power from the transmission input shaft12side to the rotating body30side is blocked by the second clutch642. At this time, the power transmitted from the engine4to the rotation shaft50is shifted depending on the transmission gear ratio (gear ratio) in the gear656and the gear657, and is then transmitted to the rotating body30side.

Here, the transmission gear ratio in the gear653and the gear654and the transmission gear ratio in the gear656and the gear657are preferably set to be uniform after the rotation directions of the rotational power are set to the same direction in a case where the rotational power is transmitted to the rotating body30via the first path44and a case where the rotational power is transmitted to the rotating body30via the second path45, but the present invention is not limited to this setting. The transmission gear ratio in the gear653and the gear654and the transmission gear ratio in the gear656and the gear657can be appropriately set depending on various requirements.

In the above-mentioned vehicle vibration reducing apparatus601according to this embodiment, it is possible to achieve both the reduction in vibration and the improvement in fuel efficiency, thereby properly reducing the vibration.

FIG. 21is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to Embodiment 7. The vehicle vibration reducing apparatus according to Embodiment 7 is different from the vehicle vibration reducing apparatuses according to Embodiments 1, 2, 5, and 6 and the like in arrangements of the inertial mass body, the engagement devices, and the like.

As illustrated inFIG. 21, in the vehicle vibration reducing apparatus701according to this embodiment, the rotating body30is arranged to be coaxial with the rotation axis line X4, and a second clutch742as the second engagement device is arranged to be coaxial with the rotation axis line X1. The vehicle vibration reducing apparatus701is configured so that the rotating body30is connectable to the transmission input shaft12via a gear753, a gear752, the second clutch742, and the like. In the vehicle vibration reducing apparatus701, a third clutch743as the third engagement device is arranged to be coaxial with the rotation axis line X1between a gear755and the engine4.

Specifically, the vehicle vibration reducing apparatus701includes a vibration reducing apparatus body20including the rotating body30, the rotation shaft50, and the like, the first clutch (first engagement device)41, the second clutch (second engagement device)742, and the third clutch (third engagement device)743as the plural engagement devices, and an ECU10. Here, the rotation shaft50is disposed to penetrate the rotating body30.

The rotating body30according to this embodiment is selectively connected to the crank shaft4aor the transmission input shaft12via the first clutch41, the second clutch742, the third clutch743, and the like so as to enable power transmission. The vibration reducing apparatus body20, the first clutch41, the ECU10and the like have the same configurations as in the vehicle vibration reducing apparatus1(seeFIG. 1) and thus will be repeatedly described as little as possible.

The second clutch742according to this embodiment is a clutch for transmission/flywheel connection and can be switched to a state where the transmission input shaft12and the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The second clutch742can be switched to an engaged state where a rotation member742aon the transmission input shaft12side and a rotation member742bon the rotating body30side engage with each other so as to enable power transmission to cause the transmission input shaft12and the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member742ais a member that rotates as a unified body along with the transmission input shaft12. The rotation member742ais coupled to the transmission input shaft12so as to be rotatable as a unified body therewith. On the other hand, the rotation member742bis a member that rotates as a unified body along with the rotation shaft50. The rotation member742bis coupled to a gear752so as to be rotatable as a unified body therewith. The gear752engages with a gear753, which is coupled to an end of the rotation shaft50penetrating the rotating body30so as to be rotatable as a unified body therewith, so as to enable power transmission. The rotation member742a, the rotation member742b, and the gear752are arranged to be coaxial with the rotation axis line X1and are rotatable about the rotation axis line X1with transmitted power. The gear753is arranged to be coaxial with the rotation axis line X4and is rotatable about the rotation axis line X4with transmitted power.

The third clutch743according to this embodiment is a clutch for engine/flywheel connection and can be switched to a state where the crank shaft4aand the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The third clutch743can be switched to an engaged state where a rotation member743aon the crank shaft4aside and a rotation member743bon the rotating body30side engage with each other so as to enable power transmission to cause the crank shaft4aand the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member743ais a member that rotates as a unified body along with the crank shaft4a. The rotation member743ain this embodiment is disposed at the opposite end of the end on the side of the crank shaft4aon which the intermediate shaft51is disposed. On the other hand, the rotation member743bis a member that rotates as a unified body along with the rotation shaft50. The rotation member743bin this embodiment is coupled to an intermediate shaft754so as to be rotatable as a unified body therewith. The intermediate shaft754is coupled to a gear755so as to be rotatable as a unified body therewith. The gear755engages with a gear756, which is coupled to an end of the rotation shaft50penetrating the rotating body30so as to be rotatable as a unified body therewith, so as to enable power transmission. The gear756is disposed at the opposite end of an end on the side of the rotation shaft50on which the gear753is disposed. The rotation member743a, the rotation member743b, the intermediate shaft754, and the gear755are arranged to be coaxial with the rotation axis line X1and are rotatable about the rotation axis line X1with transmitted power. The gear756is arranged to be coaxial with the rotation axis line X4and is rotatable about the rotation axis line X4with transmitted power.

In the vehicle vibration reducing apparatus701having the above-mentioned configuration, the first clutch41and the second clutch742are switched to the engaged state and the third clutch743is switched to the disengaged state, whereby a first path44is set up. In this case, the rotating body30is connected to the transmission input shaft12. As a result, in the vibration reducing apparatus body20, the rotating body30is connected to the power transmission device5and the inertial mass of the rotating body30can be added to the inertial mass on the driven side (the driving wheel side) downstream from the damper spring6a. In this case, the rotational power transmitted from the engine4side or the driving wheel9side to the transmission input shaft12is input (transmitted) to the rotation shaft50sequentially via the second clutch742, the gear752, the gear753, and the like and is then transmitted to the rotating body30. At this time, the power transmitted from the transmission input shaft12to the rotation shaft50is shifted depending on the transmission gear ratio (gear ratio) in the gear752and the gear753, and is then transmitted to the rotating body30side.

In the vehicle vibration reducing apparatus701, at least the second clutch742is switched to the disengaged state and the third clutch743is switched to the engaged state, whereby a second path45is set up. In this case, the rotating body30is directly connected to the crank shaft4a. As a result, in the vibration reducing apparatus body20, the rotating body30can be connected to the engine4and the inertial mass of the rotating body30can be added to the inertial mass on the driving side (the power source side) upstream from the damper spring6a. At this time, the rotational power from the engine4side is input (transmitted) to the rotation shaft50sequentially via the third clutch743, the intermediate shaft754, the gear755, the gear756, and the like and is then transmitted to the rotating body30, and the transmission of the rotational power from the transmission input shaft12side to the rotating body30side is blocked by the second clutch742. At this time, the power transmitted from the engine4to the rotation shaft50is shifted depending on the transmission gear ratio (gear ratio) in the gear755and the gear756, and is then transmitted to the rotating body30side.

Here, the transmission gear ratio in the gear752and the gear753and the transmission gear ratio in the gear755and the gear756are set to be non-uniform after the rotation directions of the rotational power are set to the same direction in a case where the rotational power is transmitted to the rotating body30via the first path44and a case where the rotational force is transmitted to the rotating body30via the second path45, but the present invention is not limited to this setting. The transmission gear ratio in the gear752and the gear753and the transmission gear ratio in the gear755and the gear756can be appropriately set depending on various requirements.

In the above-mentioned vehicle vibration reducing apparatus701according to this embodiment, it is possible to achieve both the reduction in vibration and the improvement in fuel efficiency, thereby properly reducing the vibration.

FIG. 22is a diagram schematically illustrating a configuration of a vehicle vibration reducing apparatus according to Embodiment 8. The vehicle vibration reducing apparatus according to Embodiment 8 is different from the vehicle vibration reducing apparatuses according to Embodiments 1, 2, 5, 6, and 7 and the like in arrangements of the inertial mass body, the engagement devices, and the like.

As illustrated inFIG. 22, in the vehicle vibration reducing apparatus801according to this embodiment, the rotating body30is arranged to be coaxial with the rotation axis line X2, and a second clutch842as the second engagement device is arranged to be coaxial with the rotation axis line X2. The vehicle vibration reducing apparatus801is configured so that the rotating body30is connectable to the transmission output shaft13via the second clutch842. In the vehicle vibration reducing apparatus801, a third clutch843as the third engagement device is arranged to be coaxial with the rotation axis line X2between a gear852and the rotating body30.

Specifically, the vehicle vibration reducing apparatus801includes a vibration reducing apparatus body20including the rotating body30, the rotation shaft50, and the like, the first clutch (first engagement device)41, the second clutch (second engagement device)842, and the third clutch (third engagement device)843as the plural engagement devices, and an ECU10. Here, the rotation shaft50is disposed to penetrate the rotating body30. In the first clutch41, the rotation member41ais directly coupled to the crank shaft4awithout passing through the intermediate shaft51(seeFIG. 1and the like).

The rotating body30according to this embodiment is selectively connected to the crank shaft4aor the transmission output shaft13via the first clutch41, the second clutch842, the third clutch843, and the like so as to enable power transmission. The vibration reducing apparatus body20, the first clutch41, the ECU10and the like have the same configurations as in the vehicle vibration reducing apparatus1(seeFIG. 1) and thus will be repeatedly described as little as possible.

The second clutch842according to this embodiment is a clutch for transmission/flywheel connection and can be switched to a state where the transmission output shaft13and the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The second clutch842can be switched to an engaged state where a rotation member842aon the transmission output shaft13side and a rotation member842bon the rotating body30side engage with each other so as to enable power transmission to cause the transmission output shaft13and the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member842ais a member that rotates as a unified body along with the transmission output shaft13. The rotation member842ais coupled to the transmission output shaft13so as to be rotatable as a unified body therewith. On the other hand, the rotation member842bis a member that rotates as a unified body along with the rotation shaft50. The rotation member842bis coupled to an end of the rotation shaft50penetrating the rotating body30so as to be rotatable as a unified body therewith. The rotation member842aand the rotation member842bare arranged to be coaxial with the rotation axis line X2and are rotatable about the rotation axis line X2with transmitted power.

The third clutch843according to this embodiment is a clutch for engine/flywheel connection and can be switched to a state where the crank shaft4aand the rotating body30engage with each other so as to enable power transmission and a state where the engagement is released. The third clutch843can be switched to an engaged state where a rotation member843aon the crank shaft4aside and a rotation member843bon the rotating body30side engage with each other so as to enable power transmission to cause the crank shaft4aand the rotating body30to engage with each other so as to enable power transmission and a disengaged state where the engagement is released.

Here, the rotation member843ais a member that rotates as a unified body along with the crank shaft4a. The rotation member843ain this embodiment is coupled to a counter gear852so as to be rotatable as a unified body therewith. The counter gear852engages with a counter gear853. The counter gear853engages with the counter gear852so as to enable power transmission and engages with a counter gear854, which is coupled to the crank shaft4aso as to be rotatable as a unified body therewith, so as to enable power transmission. The counter gear854is disposed at the opposite end of the end on the side of the crank shaft4aon which the rotation member41ais disposed. On the other hand, the rotation member843bis a member that rotates as a unified body along with the rotation shaft50. The rotation member843bin this embodiment is disposed at the opposite end of an end on the side of the rotation shaft50penetrating the rotating body30on which the rotation member842bis disposed. The rotation member843a, the rotation member843b, and the counter gear852are arranged to be coaxial with the rotation axis line X2and are rotatable about the rotation axis line X2with transmitted power. The counter gear854is arranged to be coaxial with the rotation axis line X1and is rotatable about the rotation axis line X1with transmitted power.

In the vehicle vibration reducing apparatus801having the above-mentioned configuration, the first clutch41and the second clutch842are switched to the engaged state and the third clutch843is switched to the disengaged state, whereby a first path44is set up. In this case, the rotating body30is connected to the transmission output shaft13. As a result, in the vibration reducing apparatus body20, the rotating body30is connected to the power transmission device5and the inertial mass of the rotating body30can be added to the inertial mass on the driven side (the driving wheel side) downstream from the damper spring6a. In this case, the rotational power transmitted from the engine4side or the driving wheel9side to the transmission output shaft13is input (transmitted) to the rotation shaft50via the second clutch842and the like and is then transmitted to the rotating body30.

In the vehicle vibration reducing apparatus801, at least the second clutch842is switched to the disengaged state and the third clutch843is switched to the engaged state, whereby a second path45is set up. In this case, the rotating body30is directly connected to the crank shaft4a. As a result, in the vibration reducing apparatus body20, the rotating body30can be connected to the engine4and the inertial mass of the rotating body30can be added to the inertial mass on the driving side (the power source side) upstream from the damper spring6a. At this time, the rotational power from the engine4side is input (transmitted) to the rotation shaft50sequentially via the counter gear854, the counter gear853, the counter gear852, the third clutch843, and the like and is then transmitted to the rotating body30, and the transmission of the rotational power from the transmission output shaft13side to the rotating body30side is blocked by the second clutch842. At this time, the power transmitted from the engine4to the rotation shaft50is shifted depending on the transmission gear ratio (gear ratio) in the counter gear852, the counter gear853, and the counter gear854, and is then transmitted to the rotating body30side.

Here, the transmission gear ratios in the counter gear852, the counter gear853, and the counter gear854are preferably set to be uniform after the rotation directions of the rotational power are set to the same direction in a case where the rotational power is transmitted to the rotating body30via the first path44and a case where the rotational force is transmitted to the rotating body30via the second path45, but the present invention is, not limited to this setting. The transmission gear ratios in the counter gear852, the counter gear853, and the counter gear854can be appropriately set depending on various requirements.

In the above-mentioned vehicle vibration reducing apparatus801according to this embodiment, it is possible to achieve both the reduction in vibration and the improvement in fuel efficiency, thereby properly reducing the vibration.

The vehicle vibration reducing apparatuses according to the above-mentioned embodiments are not limited to the embodiments and can be modified in various forms without departing from the scope of the appended claims. The vehicle vibration reducing apparatus according to this embodiment may be constructed by appropriately combining the elements of the above-mentioned embodiments.

It has been described above that the carrier of the planetary gear mechanism is the first rotation element and corresponds to the input element, the sun gear thereof is the second rotation element and corresponds to the rotation control element, and the ring gear thereof is the third rotation element and corresponds to the flywheel element, but the present invention is not limited to this configuration. In the planetary gear mechanism, for example, the ring gear may be the first rotation element and correspond to the input element, the carrier may be the second rotation member and correspond to the rotation control element, and the sun gear may be the third rotation element and correspond to the flywheel element, or another combination may be employed.

It has been described that the planetary gear mechanism is a single-pinion planetary gear mechanism, but the present invention is not limited to this configuration. A double-pinion planetary gear mechanism may be employed.

It has been described that the above mentioned vehicle vibration reducing apparatus variably controls the apparent inertial mass by setting the rotation (speed) of the rotational mass body to be variable, but the present invention is not limited to this configuration. An actual inertial mass of the rotational mass body may be controlled to be variable. It has been described that the rotation control device of the rotation adjusting device includes the rotary electrical machine (motor83), but the present invention is not limited to this configuration. For example, the rotation control device may include an electromagnetic brake as long as it can control the rotation of the rotation element of the planetary gear mechanism constituting the rotational mass body so as to set the apparent inertial mass of the rotational mass body to be variable.

The vehicle mentioned above may be a so-called “hybrid vehicle” including a motor generator as an electric motor capable of generating power in addition to the internal combustion engine as the running power source.

It has been described that the first control device and the second control device are commonly used by the ECU10, but the present invention is not limited to this configuration. The first control device and the second control device may be provided separately from the ECU10and may transmit and receive information such as detection signals, drive signals, and control commands to and from the ECU10.

REFERENCE SIGNS LIST