Evaluation device of power transmission unit and evaluation program of power transmission unit

Abstract

To determine an acceptance of installation of a power transmission unit by type of vehicle.SOLUTION: An evaluation device of a power transmission unit includes an execution device and a storage device. The storage device stores, by type of vehicle, attenuation factor data showing an attenuation factor of an acoustic pressure from an installation position being a position at which a power transmission unit is to be installed at a vehicle to a specific position, and tolerance data showing a tolerance being an upper limit of an acoustic pressure allowed at the specific position. The execution device acquires (S13) generation sound data showing an acoustic pressure generated at the installation position by an action of the power transmission unit. The execution device estimates (S15), by type of vehicle, a prediction sound pressure likely to be detected at the specific position due to an action of the power transmission unit, according to the generation sound data and the attenuation factor data by type of vehicle. The execution device determines, by type of vehicle, an acceptance of installation of the power transmission unit of the vehicle, according to the prediction sound pressure by type of vehicle and the tolerance data by type of vehicle.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to an evaluation device for a power transmission unit and an evaluation program for a power transmission unit.

Background Art

[0002] As part of product inspection, the evaluation device in Patent Document 1 evaluates the sound pressure generated by an automatic transmission. Specifically, the evaluation device acquires the sound pressure generated by the automatic transmission while operating the automatic transmission under various conditions. Then, when the acquired sound pressure is equal to or less than a predetermined threshold value, the evaluation device determines that the automatic transmission is qualified. On the other hand, when the acquired sound pressure is greater than the threshold value, the evaluation device determines that the automatic transmission is unqualified.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When designing a vehicle, it may be desired to apply the same type of automatic transmission to multiple types of vehicles. Here, the attenuation rate of the sound pressure from the position where the automatic transmission is installed in the vehicle to a specific position predetermined as the position where the sound pressure should be evaluated in the vehicle interior may vary depending on the type of vehicle. Also, the allowable value predetermined as the upper limit of the sound pressure allowed at the specific position may vary depending on the type of vehicle. Therefore, if a threshold value for determining the qualification and non-qualification of the automatic transmission is simply determined, it is not always possible to make a suitable determination according to the type of vehicle. Note that although the automatic transmission is used as an example here, the same problem exists not only for automatic transmissions but also for various power transmission units other than automatic transmissions.

Means for Solving the Problems

[0005] An evaluation device for a power transmission unit for solving the above problems includes an execution device and a storage device. The storage device stores, for each type of a plurality of types of vehicles, attenuation rate data indicating an attenuation rate of sound pressure from a mounting position, where the power transmission unit is mounted in the vehicle, to a specific position, which is a position at which the sound pressure is to be evaluated in the vehicle interior, and allowable value data indicating an allowable upper limit value of the sound pressure at the specific position. The execution device acquires generated sound data indicating the sound pressure generated at the mounting position due to the operation of the power transmission unit, estimates, for each type of vehicle, a predicted sound pressure that would be detected at the specific position due to the operation of the power transmission unit based on the generated sound data and the attenuation rate data for each type of vehicle, and determines, for each type of vehicle, whether the power transmission unit can be mounted based on the estimated predicted sound pressure for each type of vehicle and the allowable value data for each type of vehicle.

[0006] An evaluation program for a power transmission unit for solving the above problems is applied to an evaluation device including an execution device and a storage device. The storage device stores, for each type of a plurality of types of vehicles, attenuation rate data indicating an attenuation rate of sound pressure from a mounting position, where the power transmission unit is mounted in the vehicle, to a specific position, which is a position at which the sound pressure is to be evaluated in the vehicle interior, and allowable value data indicating an allowable upper limit value of the sound pressure at the specific position. The execution device is caused to acquire generated sound data indicating the sound pressure generated at the mounting position due to the operation of the power transmission unit, estimate, for each type of vehicle, a predicted sound pressure that would be detected at the specific position due to the operation of the power transmission unit based on the generated sound data and the attenuation rate data for each type of vehicle, and determine, for each type of vehicle, whether the power transmission unit can be mounted based on the estimated predicted sound pressure for each type of vehicle and the allowable value data for each type of vehicle.

Effect of the Invention

[0007] According to the above configuration, it is possible to determine the pass or fail of mounting the power transmission unit for each type of vehicle.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Mode for Carrying Out the Invention

[0009] <Schematic Configuration of Vehicle> Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 8. First, the schematic configuration of the vehicle 100 will be described.

[0010] As shown in FIG. 1, the vehicle 100 includes an internal combustion engine 10, a torque converter 20, an automatic transmission 30, a differential 41, and a plurality of drive wheels 42. The internal combustion engine 10 includes four cylinders 11 and a crankshaft 12. The cylinder 11 is a space for burning a mixture of fuel and intake air. The crankshaft 12 rotates due to the combustion of the mixture in the cylinder 11.

[0011] The torque converter 20 includes an input shaft 21 and an output shaft 22. The torque converter 20 transmits the driving force of the input shaft 21 to the output shaft 22 via a fluid. At this time, the torque converter 20 decelerates the rotation of the input shaft 21 and outputs it from the output shaft 22. The first end of the input shaft 21 is connected to the crankshaft 12. Further, the torque converter 20 includes a lock-up clutch (not shown). The second end of the input shaft 21 is connected to the first end of the output shaft 22 via the lock-up clutch. In a state where the lock-up clutch is engaged, the input shaft 21 and the output shaft 22 rotate integrally.

[0012] The automatic transmission 30 includes a transmission main body 30A and a hydraulic mechanism 30B. The transmission main body 30A includes an input shaft 31 and an output shaft 32. The first end of the input shaft 31 is connected to the second end of the output shaft 22 in the torque converter 20. The second end of the input shaft 31 is connected to the first end of the output shaft 32 via a clutch and gears (not shown). The second end of the output shaft 32 is connected to the left and right drive wheels 42 via a differential 41. The transmission main body 30A can change the gear ratio, which is the ratio of the rotational speed of the input shaft 31 to the rotational speed of the output shaft 32. Here, the gear ratio of the transmission main body 30A is a ratio indicating the number of rotations of the input shaft 31 when the output shaft 32 makes one rotation. Therefore, the larger the gear ratio, the higher the rotational speed of the input shaft 31 with respect to the output shaft 32. An example of the automatic transmission 30 is a stepped automatic transmission. Therefore, the transmission main body 30A changes the gear ratio by changing the gear stage.

[0013] The hydraulic mechanism 30B is attached to the transmission main body 30A. The hydraulic mechanism 30B supplies oil to the transmission main body 30A. Then, the transmission main body 30A is controlled by the oil supplied from the hydraulic mechanism 30B.

[0014] As shown in FIG. 1, the vehicle 100 includes an accelerator operation amount sensor 71 and a vehicle speed sensor 72. The accelerator operation amount sensor 71 detects an accelerator operation amount ACC, which is the operation amount of an accelerator pedal operated by a driver of the vehicle 100. The vehicle speed sensor 72 detects a vehicle speed SP, which is the speed of the vehicle 100.

[0015] As shown in FIG. 1, the vehicle 100 includes a control device 90. The control device 90 acquires various information from the accelerator operation amount sensor 71 and the vehicle speed sensor 72. An example of the control device 90 is a so-called ECU. Note that "ECU" is an abbreviation for Electronic Control Unit.

[0016] Based on the accelerator operation amount ACC and the vehicle speed SP, the control device 90 calculates a target driving force, which is a target value of the driving force of the vehicle 100. Subsequently, based on the target driving force, the control device 90 calculates a target output, which is a target value of the output of the internal combustion engine 10. Then, the control device 90 outputs a control signal corresponding to the target output to the internal combustion engine 10. As a result, the internal combustion engine 10 is controlled according to the target output. Further, based on the target driving force, the control device 90 calculates a target gear position, which is a target value of the gear position of the automatic transmission 30. Then, the control device 90 outputs a control signal corresponding to the target gear position to the hydraulic mechanism 30B. As a result, the transmission main body 30A is controlled by controlling the hydraulic mechanism 30B.

[0017] <Evaluation system> Next, with reference to FIG. 2, the schematic configuration of the evaluation system SE will be described. The evaluation system SE is a system for evaluating the automatic transmission 30. Hereinafter, the configuration in a state where the evaluation system SE evaluates the automatic transmission 30 will be described. Note that the same type of automatic transmission 30 can be applied to a plurality of types of vehicles 100. In other words, the same type of automatic transmission 30 can be applied to a plurality of types of vehicles 100 in terms of type. In the present embodiment, the automatic transmission 30 is an example of a power transmission unit.

[0018] As shown in FIG. 2, the evaluation system SE includes an evaluation device 200, an input device 310, a display 320, and a microphone 350. The evaluation system SE also includes a first motor generator 410 and a second motor generator 420.

[0019] The rotating shaft of the first motor generator 410 is connected to the input shaft 31 of the automatic transmission 30. Therefore, the first motor generator 410 can increase or decrease the rotational speed of the input shaft 31 by applying torque to the input shaft 31 of the automatic transmission 30.

[0020] The rotating shaft of the second motor generator 420 is connected to the output shaft 32 of the automatic transmission 30. Therefore, the second motor generator 420 can increase or decrease the rotational speed of the output shaft 32 by applying torque to the output shaft 32 of the automatic transmission 30.

[0021] The input device 310 includes, for example, a keyboard and a pointing device. The display 320 can display various types of information. The microphone 350 is located near the automatic transmission 30. The microphone 350 detects a detection sound NS, which is a sound detected at the location where the automatic transmission 30 is located due to the operation of the automatic transmission 30.

[0022] The evaluation device 200 includes an execution device 210 and a storage device 220. An example of the execution device 210 is a CPU. The storage device 220 includes a read-only ROM, a volatile RAM that can be read and written, and a non-volatile storage that can be read and written. The storage device 220 stores various programs and various data in advance. Specifically, the storage device 220 stores a control program 220A in advance as one of the various programs. The execution device 210 realizes various processes described later by executing the control program 220A stored in the storage device 220. In the present embodiment, the control program 220A is an example of an evaluation program. An example of the evaluation device 200 is a so-called personal computer.

[0023] Furthermore, the storage device 220 stores in advance a plurality of attenuation rate data DA and a plurality of tolerance data DT as various data. Specifically, the storage device 220 stores in advance the attenuation rate data DA and the tolerance data DT for each type of the plurality of types of vehicles 100. Here, the plurality of types of vehicles 100 are types of vehicles 100 to which a specific type of automatic transmission 30 can be applied in advance in terms of model. Note that in FIG. 2, only one attenuation rate data DA and one tolerance data DT are shown representatively.

[0024] The attenuation rate data DA is data indicating the attenuation rate AV of the sound pressure for each predetermined specific frequency F. Specifically, the attenuation rate AV is the attenuation rate of the sound pressure from the mounting position, which is the position where the automatic transmission 30 is mounted in the vehicle 100, to a specific position predetermined as the position where the sound pressure should be evaluated in the interior of the vehicle 100. An example of the specific position is the position where the driver's seat is mounted in the interior of the vehicle 100. An example of the mounting position is a predetermined position in the space where the internal combustion engine 10 is mounted in the vehicle 100, that is, in the so-called engine room.

[0025] The tolerance data DT includes acceleration tolerance data DTA and deceleration tolerance data DTB. The acceleration tolerance data DTA is data indicating the acceleration tolerance TAV for each specific frequency F during the acceleration of the vehicle 100. Specifically, the acceleration tolerance TAV is a tolerance value predetermined as the upper limit value of the sound pressure allowed at a specific position during the acceleration of the vehicle 100. On the other hand, the deceleration tolerance data DTB is data indicating the deceleration tolerance TBV for each specific frequency F during the deceleration of the vehicle 100. Specifically, the deceleration tolerance TBV is a tolerance value predetermined as the upper limit value of the sound pressure allowed at a specific position during the deceleration of the vehicle 100.

[0026] The execution device 210 of the evaluation device 200 acquires various information from the input device 310 and the microphone 350. Also, the execution device 210 outputs a control signal to the display 320 to display various information on the display 320.

[0027] The execution device 210 of the evaluation device 200 can control the first motor generator 410 by outputting a control signal to the first motor generator 410. Also, the execution device 210 can control the second motor generator 420 by outputting a control signal to the second motor generator 420. Furthermore, the execution device 210 can control the transmission main body 30A via the hydraulic mechanism 30B by outputting a control signal to the hydraulic mechanism 30B. In other words, the execution device 210 can operate the automatic transmission 30.

[0028] <First Evaluation Control> Next, with reference to FIG. 3, the first evaluation control executed by the evaluation device 200 will be described. This first evaluation control is control for evaluating the sound pressure of the automatic transmission 30 during acceleration of the vehicle 100. In the present embodiment, for example, an operator at a factory that manufactures the automatic transmission 30 requests execution of the first evaluation control by operating the input device 310 for the automatic transmission 30 after manufacturing the automatic transmission 30 and before shipping the automatic transmission 30. As a result, the execution device 210 of the evaluation device 200 executes the first evaluation control. At this time, the execution device 210 executes the first evaluation control for each type of the vehicle 100 regarding the type of the vehicle 100 to which a specific type of automatic transmission 30 can be applied. Therefore, for example, when there are three types of vehicles 100 to which the target automatic transmission 30 can be applied, the execution device 210 executes the following first evaluation control a total of three times.

[0029] As shown in FIG. 3, when the execution device 210 of the evaluation device 200 starts the first evaluation control, it executes the process of step S11. In step S11, the execution device 210 outputs control signals to the first motor generator 410, the second motor generator 420, and the hydraulic mechanism 30B to operate the transmission main body 30A in a specific pattern over a predetermined period. Specifically, the execution device 210 reproduces the operation of the automatic transmission 30 during acceleration of the vehicle 100 or reproduces the operation of the automatic transmission 30 during deceleration of the vehicle 100. At this time, the execution device 210 acquires the detected sound NS during the predetermined period. After step S11, the execution device 210 proceeds with the process to step S12.

[0030] In step S12, the execution device 210 extracts the detected sound NS during the acceleration period of the vehicle 100 from the detected sound NS during the predetermined period acquired in step S11. For example, the execution device 210 extracts the detected sound NS during the period when a positive torque is input from the first motor generator 410 to the input shaft 31 of the automatic transmission 30 and the rotational speed of the output shaft 32 of the automatic transmission 30 is increasing as the detected sound NS during the acceleration period of the vehicle 100. After step S12, the execution device 210 proceeds with the process to step S13.

[0031] In step S13, the execution device 210 generates acceleration-time generated sound data DOA based on the detected sound NS during the acceleration period of the vehicle 100 extracted in step S12. Specifically, as shown in FIG. 6, the execution device 210 performs a fast Fourier transform on the detected sound NS during the acceleration period of the vehicle 100 to generate acceleration-time generated sound data DOA, which is a graph representing the sound pressure of the detected sound NS for each specific frequency F, that is, a so-called power spectrum. Therefore, the execution device 210 obtains the acceleration-time generated sound data DOA by generating the acceleration-time generated sound data DOA. Here, an example of the number of types of specific frequencies F included in the acceleration-time generated sound data DOA is 10. These 10 specific frequencies F are predetermined, for example, by equally dividing the frequency band of the detected sound NS that can be generated from the automatic transmission 30 into 10 parts. Therefore, the acceleration-time generated sound data DOA includes data indicating the maximum values of 10 sound pressures corresponding to the first frequency F1 to the tenth frequency F10, which are 10 specific frequencies F. Note that the unit of the sound pressure is decibel (dB). In the present embodiment, the acceleration-time generated sound data DOA is data indicating the sound pressure generated at the mounting position due to the operation of the automatic transmission 30 when the vehicle 100 is accelerating. The acceleration-time generated sound data DOA is an example of the generated sound data. As shown in FIG. 3, after step S13, the execution device 210 advances the process to step S14.

[0032] In step S14, the execution device 210 specifies the attenuation rate data DA of the type of the vehicle 100 targeted in the current first evaluation control. As shown in FIG. 7, an example of the number of types of specific frequencies F included in the attenuation rate data DA is 10. And the attenuation rate data DA is data indicating the attenuation rate AV of 10 sound pressures corresponding to the first frequency F1 to the tenth frequency F10, which are 10 specific frequencies F. Note that the unit of the attenuation rate AV is decibel (dB). As shown in FIG. 3, after step S14, the execution device 210 advances the process to step S15.

[0033] In step S15, the execution device 210 estimates the predicted acceleration sound pressure PAV for each specific frequency F when the vehicle 100 accelerates, based on the acceleration-generated sound data DOA generated in step S13 and the attenuation rate data DA identified in step S14. In other words, the execution device 210 estimates a set of predicted acceleration sound pressures PAV including a plurality of predicted acceleration sound pressures PAV. Here, the predicted acceleration sound pressure PAV is the predicted sound pressure that would be detected at a specific position due to the operation of the automatic transmission 30 when the vehicle 100 accelerates. Specifically, the execution device 210 estimates the predicted acceleration sound pressure PAV for each specific frequency F based on the maximum value of the sound pressure for each specific frequency F included in the acceleration-generated sound data DOA and the attenuation rate AV of the sound pressure for each specific frequency F included in the attenuation rate data DA. For example, the execution device 210 estimates the predicted acceleration sound pressure PAV of the first frequency F1 among the specific frequencies F by subtracting the attenuation rate AV of the first frequency F1 included in the attenuation rate data DA from the maximum value of the sound pressure of the first frequency F1 included in the acceleration-generated sound data DOA. Note that the unit of the predicted acceleration sound pressure PAV is decibel (dB). In the same manner as above, the execution device 210 estimates the predicted acceleration sound pressures PAV of the second frequency F2 to the tenth frequency F10 based on the acceleration-generated sound data DOA and the attenuation rate data DA. Then, as shown by the solid line in FIG. 8, the execution device 210 generates data indicating the predicted acceleration sound pressures PAV of the first frequency F1 to the tenth frequency F10 as the predicted acceleration sound data DPA. As shown in FIG. 3, after step S15, the execution device 210 proceeds with the process to step S16.

[0034] In step S16, the execution device 210 identifies the acceleration allowable value data DTA of the type of the vehicle 100 targeted in the current first evaluation control. As shown by the alternate long and short dash line in FIG. 8, an example of the number of types of specific frequencies F included in the acceleration allowable value data DTA is 10. And the acceleration allowable value data DTA is data indicating 10 acceleration allowable values TAV corresponding to the first frequency F1 to the tenth frequency F10 which are 10 specific frequencies F. Note that the unit of the acceleration allowable value TAV is decibel (dB). As shown in FIG. 3, after step S16, the execution device 210 proceeds with the process to step S20.

[0035] In step S20, the execution device 210 determines whether the installation conditions of the automatic transmission 30 during the acceleration of the vehicle 100 are satisfied based on the predicted acceleration sound data DPA generated in step S15 and the allowable acceleration value data DTA specified in step S16. In other words, the execution device 210 determines whether the installation conditions of the automatic transmission 30 during the acceleration of the vehicle 100 are satisfied based on the set of predicted acceleration sound pressures PAV estimated in step S15 and the allowable acceleration value data DTA specified in step S16. Specifically, the execution device 210 determines whether the predicted acceleration sound pressure PAV of the first frequency F1 included in the predicted acceleration sound data DPA is less than or equal to the allowable acceleration value TAV of the first frequency F1 included in the allowable acceleration value data DTA. In the same manner as above, the execution device 210 performs the determination for the second frequency F2 to the tenth frequency F10 based on the predicted acceleration sound data DPA and the allowable acceleration value data DTA. And when all of the total 10 determinations are affirmative determinations, the execution device 210 determines that the installation conditions of the automatic transmission 30 during the acceleration of the vehicle 100 are satisfied. On the other hand, when one or more of the total 10 determinations are negative determinations, the execution device 210 determines that the installation conditions of the automatic transmission 30 during the acceleration of the vehicle 100 are not satisfied. In step S20, when the execution device 210 determines that the installation conditions of the automatic transmission 30 during the acceleration of the vehicle 100 are satisfied (S20: YES), the process proceeds to step S21.

[0036] In step S21, the execution device 210 determines that the installation test of the automatic transmission 30 during the acceleration of the vehicle 100 is passed. Also, the execution device 210 stores the determination result in the storage device 220. After step S21, the execution device 210 ends the current first evaluation control.

[0037] On the other hand, in step S20 described above, when the execution device 210 determines that the installation conditions of the automatic transmission 30 during the acceleration of the vehicle 100 are not satisfied (S20: NO), the process proceeds to step S22.

[0038] In step S22, the execution device 210 determines that the vehicle 100 fails the installation test of the automatic transmission 30 during acceleration. Also, the execution device 210 stores the determination result in the storage device 220. After step S22, the execution device 210 ends the current first evaluation control.

[0039] <Second Evaluation Control> Next, with reference to FIG. 4, the second evaluation control executed by the evaluation device 200 will be described. This second evaluation control is control for evaluating the sound pressure of the automatic transmission 30 when the vehicle 100 decelerates. In the present embodiment, the execution device 210 of the evaluation device 200 executes the second evaluation control after the first evaluation control is completed. For example, when there are three types of vehicles 100 to which the target automatic transmission 30 can be applied, the execution device 210 executes the second evaluation control after a total of three times of the first evaluation control are executed. At this time, the execution device 210 executes the second evaluation control for each type of vehicle 100 regarding the types of vehicles 100 to which a specific type of automatic transmission 30 can be applied. That is, for example, when there are three types of vehicles 100 to which the target automatic transmission 30 can be applied, the execution device 210 executes the following second evaluation control a total of three times.

[0040] As shown in FIG. 4, when starting the second evaluation control, the execution device 210 of the evaluation device 200 executes the process of step S41. In step S41, the execution device 210 outputs control signals to the first motor generator 410, the second motor generator 420, and the hydraulic mechanism 30B, so as to operate the transmission body 30A in a specific pattern over a predetermined period. Specifically, the execution device 210 reproduces the operation of the automatic transmission 30 when the vehicle 100 accelerates or reproduces the operation of the automatic transmission 30 when the vehicle 100 decelerates. At this time, the execution device 210 acquires the detected sound NS during the predetermined period. After step S41, the execution device 210 advances the process to step S42.

[0041] In step S42, the execution device 210 extracts the detection sound NS during the deceleration period of the vehicle 100 from the detection sounds NS during the specified period acquired in step S41. For example, the execution device 210 extracts the detection sound NS during the period when a negative torque is input from the first motor generator 410 to the input shaft 31 of the automatic transmission 30 and the rotational speed of the output shaft 32 of the automatic transmission 30 is decreasing, as the detection sound NS during the deceleration period of the vehicle 100. After step S42, the execution device 210 advances the process to step S43.

[0042] In step S43, the execution device 210 generates deceleration occurrence sound data DOB based on the detection sound NS during the deceleration period of the vehicle 100 extracted in step S42. Specifically, as shown in FIG. 6, the execution device 210 performs a fast Fourier transform on the detection sound NS during the deceleration period of the vehicle 100 to generate deceleration occurrence sound data DOB, which is a graph representing the sound pressure of the detection sound NS for each specific frequency F, that is, a so-called power spectrum. Therefore, the execution device 210 acquires the deceleration occurrence sound data DOB by generating the deceleration occurrence sound data DOB. Here, an example of the number of types of specific frequencies F included in the deceleration occurrence sound data DOB is 10. These 10 specific frequencies F are predetermined, for example, by equally dividing the frequency band of the detection sound NS that can be generated from the automatic transmission 30 into 10 parts. Therefore, the deceleration occurrence sound data DOB includes data indicating the maximum values of the sound pressures corresponding to 10 specific frequencies F, namely, the first frequency F1 to the tenth frequency F10. Note that the unit of the sound pressure is decibel (dB). In the present embodiment, the deceleration occurrence sound data DOB is data indicating the sound pressure generated at the mounting position due to the operation of the automatic transmission 30 when the vehicle 100 decelerates. The deceleration occurrence sound data DOB is an example of the occurrence sound data. As shown in FIG. 4, after step S43, the execution device 210 advances the process to step S44.

[0043] In step S44, the execution device 210 identifies the attenuation rate data DA of the type of the vehicle 100 targeted in the current second evaluation control. As shown in FIG. 7, an example of the number of types of specific frequencies F included in the attenuation rate data DA is 10. The attenuation rate data DA is data indicating 10 sound pressure attenuation rates AV corresponding to the first frequency F1 to the tenth frequency F10, which are 10 specific frequencies F. Note that the unit of the attenuation rate AV is decibel (dB). As shown in FIG. 4, after step S44, the execution device 210 proceeds with the process to step S45.

[0044] In step S45, the execution device 210 estimates the predicted sound pressure PBV at the time of deceleration for each specific frequency F when the vehicle 100 decelerates, based on the deceleration-generated sound data DOB generated in step S43 and the attenuation rate data DA identified in step S44. In other words, the execution device 210 estimates a set of predicted sound pressures PBV at the time of deceleration, including a plurality of predicted sound pressures PBV at the time of deceleration. Here, the predicted sound pressure PBV at the time of deceleration is a predicted sound pressure that would be detected at a specific position due to the operation of the automatic transmission 30 when the vehicle 100 decelerates. Specifically, the execution device 210 estimates the predicted sound pressure PBV at the time of deceleration for each specific frequency F, based on the maximum value of the sound pressure for each specific frequency F included in the deceleration-generated sound data DOB and the attenuation rate AV of the sound pressure for each specific frequency F included in the attenuation rate data DA. For example, the execution device 210 estimates the predicted sound pressure PBV at the time of deceleration of the first frequency F1 among the specific frequencies F by subtracting the attenuation rate AV of the first frequency F1 included in the attenuation rate data DA from the maximum value of the sound pressure of the first frequency F1 included in the deceleration-generated sound data DOB. Note that the unit of the predicted sound pressure PBV at the time of deceleration is decibel (dB). In the same manner as above, the execution device 210 estimates the predicted sound pressures PBV at the time of deceleration of the second frequency F2 to the tenth frequency F10, based on the deceleration-generated sound data DOB and the attenuation rate data DA. Then, as shown by the solid line in FIG. 8, the execution device 210 generates data indicating the predicted sound pressures PBV at the time of deceleration of the first frequency F1 to the tenth frequency F10 as the predicted sound data DPB at the time of deceleration. As shown in FIG. 4, after step S45, the execution device 210 proceeds with the process to step S46.

[0045] In step S46, the execution device 210 identifies the deceleration tolerance value data DTB of the type of the vehicle 100 targeted in the current second evaluation control. As shown by the dashed line in FIG. 8, an example of the number of types of specific frequencies F included in the deceleration tolerance value data DTB is 10. And the deceleration tolerance value data DTB is data indicating 10 deceleration tolerance values TBV corresponding to the first frequency F1 to the tenth frequency F10, which are 10 specific frequencies F. Note that the unit of the deceleration tolerance value TBV is decibel (dB). As shown in FIG. 4, after step S46, the execution device 210 advances the process to step S50.

[0046] In step S50, the execution device 210 determines whether the mounting conditions of the automatic transmission 30 are satisfied when the vehicle 100 decelerates, based on the deceleration predicted sound data DPB generated in step S45 and the deceleration tolerance value data DTB identified in step S46. In other words, the execution device 210 determines whether the mounting conditions of the automatic transmission 30 are satisfied when the vehicle 100 decelerates, based on the set of deceleration predicted sound pressures PBV estimated in step S45 and the deceleration tolerance value data DTB identified in step S46. Specifically, the execution device 210 determines whether the deceleration predicted sound pressure PBV of the first frequency F1 included in the deceleration predicted sound data DPB is less than or equal to the deceleration tolerance value TBV of the first frequency F1 included in the deceleration tolerance value data DTB. In the same manner as above, the execution device 210 executes the determination for the second frequency F2 to the tenth frequency F10 based on the deceleration predicted sound data DPB and the deceleration tolerance value data DTB. And the execution device 210 determines that the mounting conditions of the automatic transmission 30 are satisfied when the vehicle 100 decelerates if all of the total 10 determinations are affirmative determinations. On the other hand, the execution device 210 determines that the mounting conditions of the automatic transmission 30 are not satisfied when the vehicle 100 decelerates if there is one or more negative determinations among the total 10 determinations. When the execution device 210 determines in step S50 that the mounting conditions of the automatic transmission 30 are satisfied when the vehicle 100 decelerates (S50: YES), the process advances to step S51.

[0047] In step S51, the execution device 210 determines that the vehicle 100 has passed the installation test of the automatic transmission 30 during deceleration. Also, the execution device 210 stores the determination result in the storage device 220. After step S51, the execution device 210 ends the current second evaluation control.

[0048] On the other hand, in step S50 described above, when the execution device 210 determines that the installation conditions of the automatic transmission 30 during deceleration of the vehicle 100 are not satisfied (S50: NO), the process proceeds to step S52.

[0049] In step S52, the execution device 210 determines that the vehicle 100 has failed the installation test of the automatic transmission 30 during deceleration. Also, the execution device 210 stores the determination result in the storage device 220. After step S52, the execution device 210 ends the current second evaluation control.

[0050] <Final Evaluation Control> Next, with reference to FIG. 5, the final evaluation control executed by the evaluation device 200 will be described. This final evaluation control is a control for finally evaluating the sound pressure of the automatic transmission 30 based on the determination results of the first evaluation control and the second evaluation control. For example, when there are three types of vehicles 100 to which the target automatic transmission 30 can be applied, the execution device 210 of the evaluation device 200 executes the final evaluation control after the second evaluation control has been executed a total of three times.

[0051] As shown in FIG. 5, when starting the final evaluation control, the execution device 210 of the evaluation device 200 executes the process of step S71. In step S71, the execution device 210 obtains all the determination results of the first evaluation control and the second evaluation control. After step S71, the execution device 210 proceeds with the process to step S72.

[0052] In step S72, the execution device 210 determines whether the automatic transmission 30 can be installed for each type of vehicle 100 based on the determination results of the first evaluation control and the second evaluation control for each type of vehicle 100 obtained in step S71. In other words, the execution device 210 determines whether the automatic transmission 30 can be installed for each type of vehicle 100 based on the determination results of passing or failing during acceleration for each type of vehicle 100 determined and the determination results of passing or failing during deceleration for each type of vehicle 100 determined. Specifically, for the type of the target vehicle 100, when the determination results of both the first evaluation control and the second evaluation control are qualified, the execution device 210 determines that the installation test of the automatic transmission 30 for the above type of vehicle 100 is qualified. On the other hand, for the type of the target vehicle 100, when one or more of the determination results of the first evaluation control and the second evaluation control are unqualified, the execution device 210 determines that the installation test of the automatic transmission 30 for the above type of vehicle 100 is unqualified. After step S72, the execution device 210 proceeds with the process to step S73. In other words, when the execution device 210 determines whether the automatic transmission 30 can be installed for each type of vehicle 100, it proceeds with the process to step S73.

[0053] In step S73, the execution device 210 generates a pass / fail table TP based on the determination result of step S72. Here, the pass / fail table TP is data that associates the identification number of the automatic transmission 30 and the determination results of passing or failing for each type of vehicle 100 regarding the automatic transmission 30. For example, assume that there are three types of vehicles 100 to which the target automatic transmission 30 can be applied, and regarding the determination result of step S72, the first vehicle type passes, the second vehicle type passes, and the third vehicle type fails. In this case, the execution device 210 generates, as the pass / fail table TP, data that associates the identification number of the automatic transmission 30 with information indicating that the first vehicle type passes, the second vehicle type passes, and the third vehicle type fails. Then, the execution device 210 stores the generated pass / fail table TP in the storage device 220. After step S73, the execution device 210 ends the current final evaluation control.

[0054] <Actions of this embodiment> As shown in FIG. 3, in the first evaluation control, the execution device 210 of the evaluation device 200 determines the pass or fail of the installation test of the automatic transmission 30 during the acceleration of the vehicle 100 for each type of the vehicle 100. Specifically, in step S13, the execution device 210 acquires acceleration-generated sound data DOA indicating the sound pressure generated at the installation position by the operation of the automatic transmission 30 during the acceleration of the vehicle 100. Further, in step S15, the execution device 210 estimates the predicted sound pressure PAV at a specific frequency F during the acceleration of the vehicle 100 based on the acceleration-generated sound data DOA acquired in step S13 and the attenuation rate data DA specified in step S14. Then, in step S20, the execution device 210 determines the pass or fail of the installation test of the automatic transmission 30 during the acceleration of the vehicle 100 based on the predicted acceleration sound data DPA generated in step S15 and the allowable value data DTA during acceleration specified in step S16. Also, as shown in FIG. 4, similar to the above-described first evaluation control, in the second evaluation control, the execution device 210 determines the pass or fail of the installation test of the automatic transmission 30 during the deceleration of the vehicle 100 for each type of the vehicle 100. And as shown in FIG. 5, in the final evaluation control, the execution device 210 determines the pass or fail of the installation of the automatic transmission 30 for each type of the vehicle 100 based on the pass or fail during the acceleration and the pass or fail during the deceleration for each type of the vehicle 100 that has been determined.

[0055] <Effects of the Present Embodiment> (1) According to the present embodiment, it is possible to determine the pass or fail of the installation of the automatic transmission 30 for each type of the vehicle 100.

[0056] (2) As shown in Fig. 3, in step S15 of the first evaluation control, the executing device 210 estimates the predicted sound pressure during acceleration PAV for each specific frequency F. Then, in step S20, the executing device 210 determines whether or not the installation conditions for the automatic transmission 30 during acceleration of the vehicle 100 are met, based on the set of predicted sound pressures during acceleration PAV estimated in step S15 and the acceleration tolerance data DTA identified in step S16. Because the pass / fail determination is made based on the predicted sound pressure during acceleration PAV for each specific frequency F in this way, it is possible to prevent an erroneous pass determination in the case where, for example, the predicted sound pressure during acceleration PAV of some specific frequencies F is abnormal and exceeds the acceleration tolerance value TAV.

[0057] (3) In general, the sound other than that of the automatic transmission 30, that is, so-called background noise, differs when the vehicle 100 accelerates and decelerates, and therefore the sound pressure that should be tolerated at a specific location on the vehicle 100 may differ. For this reason, if the same tolerance value is used to determine whether the vehicle 100 is suitable for installation of the automatic transmission 30 when the vehicle 100 accelerates and decelerates, the determination may not be made appropriately.

[0058] In this regard, in the first evaluation control and the second evaluation control, by using the acceleration tolerance data DTA and the deceleration tolerance data DTB, it is possible to make a judgment using different tolerance values for acceleration and deceleration of the vehicle 100. This makes it possible to appropriately judge whether or not the automatic transmission 30 is suitable for installation, taking into account the conditions of the vehicle 100 during acceleration and deceleration.

[0059] (4) As shown in Fig. 5, in step S73 of the final evaluation control, the execution device 210 generates a pass / fail table TP, which is data linking the identification number of the automatic transmission 30 with the pass / fail judgment result for each type of vehicle 100 for the automatic transmission 30. The execution device 210 then stores the generated pass / fail table TP in the storage device 220. This allows, for example, an operator to determine the types of vehicles 100 to which the automatic transmission 30 can be applied by referring to the pass / fail table TP stored in the storage device 220.

[0060] <Example of change> This embodiment can be implemented with the following modifications. This embodiment and the following modification examples can be implemented in combination with each other within a technically non - conflicting range.

[0061] ·In the above - mentioned embodiment, the first evaluation control and the second evaluation control may be changed. For example, in step S13, the number of types of specific frequencies F included in the acceleration - time generated sound data DOA may be changed. As a specific example, the number of types of specific frequencies F included in the acceleration - time generated sound data DOA may be less than 10 or more than 10. Similarly, in step S43, the number of types of specific frequencies F included in the deceleration - time generated sound data DOB may be changed.

[0062] ·For example, in step S20, the number of times of comparing the predicted sound pressure PAV during acceleration and the allowable value TAV during acceleration may be changed. As a specific example, the number of times of comparing the predicted sound pressure PAV during acceleration and the allowable value TAV during acceleration may be changed according to the number of types of specific frequencies F included in the acceleration - time generated sound data DOA. Also, as a specific example, the execution device 210 may compare the average value of a plurality of predicted sound pressures PAV during acceleration with the allowable value TAV during acceleration. In this case, the acceleration - time allowable value data DTA may be data indicating one allowable value TAV during acceleration. Similarly, the process of step S50 may be changed.

[0063] ·In the above - mentioned embodiment, the execution device 210 may execute only one of the first evaluation control and the second evaluation control. In other words, in the final evaluation control, the execution device 210 may determine the pass or fail of the installation of the automatic transmission 30 for each type of vehicle 100 based on the determination result of one of the first evaluation control and the second evaluation control for each type of vehicle 100.

[0064] · In the above embodiment, instead of the first evaluation control and the second evaluation control, the execution device 210 may execute an evaluation control that does not distinguish between the acceleration and deceleration of the vehicle 100. In this case, for example, the execution device 210 may generate generated sound data, which is a graph representing the sound pressure of the detected sound NS for each specific frequency F, i.e., a so-called power spectrum, by performing a fast Fourier transform on the detected sound NS in the specified period acquired in step S11.

[0065] · In the above embodiment, the final evaluation control may be changed. For example, the process of step S73 may be omitted. Specifically, from the perspective of only determining the pass / fail of the installation of the automatic transmission 30 for each type of vehicle 100, it is not always necessary to generate the pass / fail table TP.

[0066] · In the above embodiment, the power transmission unit may be changed. As a specific example, the power transmission unit is not limited to the automatic transmission 30, and may be, for example, a so-called hybrid transaxle applied to a vehicle equipped with an internal combustion engine and an electric motor as drive sources.

Explanation of Reference Numerals

[0067] 10... Internal combustion engine 11... Cylinder 12... Crankshaft 20... Torque converter 21... Input shaft 22... Output shaft 30... Automatic transmission 30A... Transmission main body 30B... Hydraulic mechanism 31... Input shaft 32... Output shaft 41... Differential 42... Drive wheel 71... Accelerator operation amount sensor 72... Vehicle speed sensor 90... Control device 100... Vehicle SE... Evaluation system 200... Evaluation device 210... Execution device 220... Storage device 220A... Control program DA... Attenuation rate data DT... Allowable value data 310... Input device 320... Display 350... Microphone 410... First motor generator 420... Second motor generator

Claims

1. An execution device and a storage device, wherein the storage device stores attenuation rate data indicating an attenuation rate from a mounting position, where a power transmission unit is mounted in the vehicle, to a specific position, which is a position at which sound pressure is to be evaluated in the vehicle interior, for each type of vehicle among a plurality of types of vehicles, and allowable value data indicating an allowable value, which is a upper limit value of the sound pressure allowed at the specific position, and the execution device acquires generated sound data indicating the sound pressure generated at the mounting position by the operation of the power transmission unit, estimates, for each type of vehicle, a predicted sound pressure that would be detected at the specific position due to the operation of the power transmission unit based on the generated sound data and the attenuation rate data for each type of vehicle, determines, for each type of vehicle, whether the mounting of the power transmission unit is acceptable based on the estimated predicted sound pressure for each type of vehicle and the allowable value data for each type of vehicle, and executes an evaluation device for a power transmission unit.

2. The attenuation rate data includes data indicating the attenuation rate for each predetermined specific frequency, the allowable value data includes data indicating the allowable value for each specific frequency, and the execution device acquires, as the generated sound data, data indicating the sound pressure for each specific frequency generated at the mounting position by the operation of the power transmission unit, estimates, for each type of vehicle, a set of predicted sound pressures for each specific frequency that would be detected at the specific position due to the operation of the power transmission unit based on the generated sound data and the attenuation rate data for each type of vehicle, determines, for each type of vehicle, whether the mounting of the power transmission unit is acceptable based on the estimated set of predicted sound pressures for each type of vehicle and the allowable value data for each type of vehicle, and executes the evaluation device for a power transmission unit according to Claim 1.

3. The allowable value data includes acceleration-time allowable value data indicating an acceleration-time allowable value, which is a upper limit value of the sound pressure allowed during acceleration of the vehicle, and deceleration-time allowable value data indicating a deceleration-time allowable value, which is a upper limit value of the sound pressure allowed during deceleration of the vehicle, and the execution device acquires, as the generated sound data, acceleration-time generated sound data indicating the sound pressure generated at the mounting position by the operation of the power transmission unit during acceleration, As the generated sound data, acquiring deceleration-generated sound data indicating the sound pressure generated at the mounting position by the operation of the power transmission unit during deceleration; Based on the acceleration-generated sound data and the attenuation rate data for each type of vehicle, estimating, for each type of vehicle, the predicted sound pressure during acceleration that would be detected at the specific position due to the operation of the power transmission unit; Based on the deceleration-generated sound data and the attenuation rate data for each type of vehicle, estimating, for each type of vehicle, the predicted sound pressure during deceleration that would be detected at the specific position due to the operation of the power transmission unit; Based on the estimated predicted sound pressure during acceleration for each type of vehicle and the acceleration allowable value data for each type of vehicle, determining, for each type of vehicle, whether the power transmission unit is acceptable during acceleration; Based on the estimated predicted sound pressure during deceleration for each type of vehicle and the deceleration allowable value data for each type of vehicle, determining, for each type of vehicle, whether the power transmission unit is acceptable during deceleration; Based on the determination result of acceptability during acceleration and the determination result of acceptability during deceleration, determining, for each type of vehicle, whether the power transmission unit is acceptable for mounting; Execute The evaluation device for a power transmission unit according to claim 1.

4. The execution device When determining whether the power transmission unit is acceptable for mounting for each type of vehicle, stores in the storage device a pass / fail table which is data associating the identification number of the power transmission unit and the determination result of pass / fail for each type of vehicle for the power transmission unit; The evaluation device for a power transmission unit according to claim 1.

5. Applied to an evaluation device comprising an execution device and a storage device, The storage device Stores attenuation rate data indicating the attenuation rate of sound pressure from the mounting position where the power transmission unit is attached in the vehicle to a specific position predetermined as the position where the sound pressure should be evaluated in the vehicle interior for each type of vehicle for a plurality of types of vehicles, and allowable value data indicating an allowable value predetermined as the upper limit value of the sound pressure allowed at the specific position; To the execution device Acquiring generated sound data indicating the sound pressure generated at the mounting position by the operation of the power transmission unit; Based on the generated sound data and the attenuation rate data for each type of vehicle, estimating, for each type of vehicle, the predicted sound pressure that would be detected at the specific position due to the operation of the power transmission unit; Based on the estimated predicted sound pressure for each type of vehicle and the allowable value data for each type of vehicle, determining, for each type of vehicle, whether the power transmission unit can be mounted; Causing to execute An evaluation program for a power transmission unit.

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