CN111433065B - Control device for variable speed drive axle - Google Patents

Control device for variable speed drive axle Download PDF

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Publication number
CN111433065B
CN111433065B CN201880077885.1A CN201880077885A CN111433065B CN 111433065 B CN111433065 B CN 111433065B CN 201880077885 A CN201880077885 A CN 201880077885A CN 111433065 B CN111433065 B CN 111433065B
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CN
China
Prior art keywords
sleeve
control device
clutch
power transmission
speed side
Prior art date
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Active
Application number
CN201880077885.1A
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Chinese (zh)
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CN111433065A (en
Inventor
那须刚太
清水亮
安部洋则
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Mitsubishi Motors Corp
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Mitsubishi Motors Corp
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Publication of CN111433065A publication Critical patent/CN111433065A/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

A transaxle (1) for a hybrid vehicle is provided with: clutches (20, 30) provided on at least one of a first power transmission path from the first rotary electric machine (3) to the output shaft (12) and a second power transmission path from the engine (2) to the output shaft (12); and first gears (16M, 11H, 15L) which are coaxially disposed adjacent to the clutches (20, 30) and have engaged gears (16 d, 11d, 15 d) which engage with the sleeves (22, 32H, 32L) of the clutches (20, 30). When the output shaft (12) is in a stopped state, the control device moves the sleeve (22, 32H, 32L) in a first direction to engage with the engaged gear (16 d, 11d, 15 d) of the first gear (16M, 11H, 15L), and then moves the sleeve (22, 32H, 32L) in a direction opposite to the first direction by a prescribed neutral distance to adjust the initial position.

Description

Control device for variable speed drive axle
Technical Field
The present invention relates to a control device for a transaxle used in a hybrid vehicle equipped with an engine and two rotating electrical machines.
Background
Conventionally, a hybrid vehicle equipped with an engine and a rotating electric machine (motor, generator, motor generator) has been put to practical use for running while switching running modes. The travel mode includes: an EV mode in which the battery is driven only by the motor with the charging power, a series mode in which the motor is driven only by the generator while generating power by the engine, a parallel mode in which the motor is assisted while the engine main body is driven, and the like. The switching of the running mode is performed by controlling a disconnecting and connecting mechanism interposed on a power transmission path in the transaxle. Examples of the disconnecting and connecting mechanism include a friction clutch (multi-plate clutch) and a dog clutch (see patent documents 1 and 2).
Prior art literature
Patent literature
Patent document 1: JP-A-11-190365
Patent document 2: japanese patent application laid-open No. 2015-224715
Disclosure of Invention
Technical problem to be solved by the invention
Since the transaxle is preferably small in terms of a space for mounting on a vehicle, a dog clutch having no synchromesh mechanism is often used when the dog clutch is incorporated as in patent document 2. The dog clutch without the synchromesh mechanism moves the sleeve in the axial direction in synchronization with the idle gear side rotation as the engagement target so as to engage or disengage the spline teeth formed on the inner peripheral surface of the sleeve with or from the cog teeth of the cog gear that rotates integrally with the idle gear.
The sleeve is moved in the axial direction by an actuator controlled by a control device, and an initial position (hereinafter referred to as "0 point position") serving as a reference at the time of the control is set on the sleeve. In order to control the sleeve with high accuracy, it is necessary for the control device to accurately determine that the sleeve is positioned at the 0-point position. In other words, if the position of the sleeve can be accurately adjusted to the 0-point position, the cog teeth of the cog wheel can be accurately meshed with the spline teeth of the sleeve, and vibration and noise can be prevented from being generated.
The control device for a transaxle according to the present application has been devised in view of such a problem, and one of the objects is to reliably adjust the position of the sleeve to the 0-point position. It should be noted that, not only this object, but also another object of the present invention is to achieve an operational effect which cannot be obtained by the conventional technique, which is derived from each of the configurations shown in the following embodiments.
Solution for solving the technical problems
(1) The control device for a transaxle disclosed herein is a control device for a transaxle of a hybrid vehicle equipped with an engine, a first rotating electric machine that drives an output shaft on a drive wheel side, and a second rotating electric machine that generates electric power using a driving force of the engine. The transaxle includes: a clutch provided on at least one of a first power transmission path from the first rotating electrical machine to the output shaft and a second power transmission path from the engine to the output shaft; and a first gear coaxially disposed adjacent to the clutch and having an engaged gear engaged with a sleeve of the clutch. Further, when the output shaft is in a stopped state, the control device moves the sleeve in a first direction to engage the sleeve with the engaged gear of the first gear, and then moves the sleeve in a direction opposite to the first direction by a predetermined neutral distance to adjust an initial position of the sleeve.
Note that the neutral distance is a distance from a 0 point position as a reference when the sleeve moves to a position where the teeth of the sleeve mesh with the teeth of the engaged gear. The sleeve is an annular engagement member coupled to the clutch shaft so as to be rotatable in synchronization with the clutch shaft and slidably movable in the axial direction, and has teeth (spline teeth) provided on the inner peripheral surface side. Further, the first gear is a gear as follows: is supported so as to be rotatable relative to the shaft and is engaged with a fixed gear fixed to the other shaft, and transmits power when the sleeve is engaged (meshed) with the engaged gear.
(2) Preferably, the control device staggers the phases of the sleeve and the engaged gear by using the power of the rotating electric machine when moving the sleeve in the first direction.
(3) Preferably, the control means staggers the phases of the sleeve and the engaged gear in the case where the teeth of the sleeve collide with the teeth of the engaged gear while the sleeve is being moved in the first direction without being engaged.
(4) Preferably, the control device determines that the teeth of the sleeve collide with the teeth of the engaged gear and are not engaged when a moving amount when the sleeve is moved in the first direction and stopped is smaller than a predetermined value.
(5) Preferably, the clutch is provided in the second power transmission path, and the control device staggers the phases of the sleeve and the engaged gear by using the power of the second rotating electric machine.
(6) Preferably, the clutch has a high-speed side clutch and a low-speed side clutch provided on the second power transmission path for performing disconnection and connection of power transmission and high-low speed switching, and the control device sequentially executes adjustment of the initial positions of both the high-speed side clutch and the low-speed side clutch.
(7) Preferably, the control device starts moving the sleeve in the first direction to adjust the initial position of the sleeve when a main power supply of the vehicle is cut off.
(8) Preferably, the clutch is provided in the first power transmission path, and the control device staggers phases of the sleeve and the engaged gear by using power of the first rotating electric machine.
(9) Preferably, the clutches are provided on the first power transmission path and the second power transmission path, respectively, and the control device staggers phases of the sleeve of the clutch and the engaged gear on the first power transmission path by using power of the first rotating electric machine.
Effects of the invention
According to the disclosed control device for a transaxle, the neutral distance is appropriately given, so that the initial position of the sleeve can be reliably adjusted (set) to the 0-point position.
Drawings
Fig. 1 is a plan view illustrating an internal configuration of a vehicle on which a transaxle and a control device thereof according to an embodiment are mounted.
Fig. 2 is a schematic side view of a powertrain having the transaxle of fig. 1.
Fig. 3 is a skeleton diagram showing a power train provided with the transaxle of fig. 1.
Fig. 4 is a diagram for explaining the content of sleeve adjustment control performed by the control device of fig. 1; fig. 4 (a) shows a state in which the initial position Ps is deviated from the 0-point position Pn; fig. 4 (b) shows the control content when the clutch is engaged without gear obstruction; fig. 4 (c) shows the control content when the gear obstruction is generated.
Fig. 5 is a flowchart of the sleeve adjustment control performed by the control device of fig. 1.
Detailed Description
A control device for a transaxle according to an embodiment will be described with reference to the drawings. The embodiments shown below are merely examples and are not intended to exclude the application of various modifications or techniques not explicitly shown in the embodiments below. Each of the configurations of the present embodiment can be variously modified within a range not departing from the gist thereof. Further, selection and selection can be made as needed, or appropriate combination can be made.
[1. Integral construction ]
The control device 5 of the transaxle 1 of the present embodiment is applied to the vehicle 10 shown in fig. 1. The vehicle 10 is a hybrid vehicle equipped with an engine 2, a motor 3 (electric motor, first rotating electric machine) for running, and a generator 4 (generator, second rotating electric machine) for generating electric power. The generator 4 is coupled to the engine 2 and can operate independently of the operating state of the motor 3. In addition, three running modes, i.e., an EV mode, a series mode, and a parallel mode, are prepared in the vehicle 10. These running modes are selected by the control device 5 according to the vehicle state, running state, driver's request output, etc., and the engine 2, motor 3, and generator 4 are used separately according to the types thereof.
The EV mode is a running mode in which the vehicle 10 is driven only by the motor 3 using charging power of a not-shown driving battery while the engine 2 and the generator 4 are stopped. The EV mode is selected when the running load, the vehicle speed, and the charge level of the battery are high. The series mode is a running mode in which the motor 3 drives the vehicle 10 with the electric power of the generator 4 while the generator 4 is driven by the engine 2 to generate electric power. The series mode is selected when the running load, the vehicle speed is moderate, and the charge level of the battery is low. The parallel mode is a running mode in which the vehicle 10 is driven mainly by the engine 2 and the driving of the vehicle 10 is assisted by the motor 3 as needed, and is selected when the running load and the vehicle speed are high.
The engine 2 and the motor 3 are connected in parallel to the drive wheels 8 via the transaxle 1, and power of each of the engine 2 and the motor 3 is transmitted individually to the drive wheels 8 from different power transmission paths. That is, the engine 2 and the motor 3 are driving sources for driving an output shaft 12 on the driving wheel 8 side, which will be described later. The generator 4 and the drive wheels 8 are connected in parallel to the engine 2 via the transaxle 1, and the power of the engine 2 is transmitted to the generator 4 in addition to the drive wheels 8.
The transaxle 1 is a power transmission device in which a final gear (final gear) including a differential gear (differential device, hereinafter referred to as "differential 18") and a transmission (reduction gear) are integrally formed, and incorporates a plurality of mechanisms that support power transmission between a drive source and a driven device. The transaxle 1 of the present embodiment is configured to be capable of switching between high and low speeds (switching between high and low speeds), and when traveling in the parallel mode, the control device 5 switches between the high and low gear stages according to the traveling state, the requested output, and the like.
The engine 2 is an internal combustion engine (gasoline engine, diesel engine) fuelled with gasoline or light oil. The engine 2 is a so-called transverse engine in which a direction of a crankshaft 2a (a rotation axis) is arranged transversely to the vehicle width direction of the vehicle 10, and the engine 2 is fixed to the right side surface of the transaxle 1. The crankshaft 2a is disposed parallel to a drive shaft 9 of the drive wheel 8. The operating state of the engine 2 is controlled by the control device 5.
The motor 3 and the generator 4 of the present embodiment are motor generators (motor/generators) having both functions as motors and as generators. The motor 3 mainly functions as an electric motor to drive the vehicle 10, and functions as a generator during regeneration. The generator 4 functions as a motor (starter) when the engine 2 is started, and generates electric power with engine power when the engine 2 is operated. Inverters (not shown) for converting the direct current and the alternating current are provided around (or inside) each of the motor 3 and the generator 4. The respective rotational speeds of the motor 3 and the generator 4 are controlled by controlling the inverter. The operation states of the motor 3, the generator 4, and the inverters are controlled by the control device 5.
The motor 3 of the present embodiment is formed in a cylindrical shape with the rotation shaft 3a as a central axis, and the motor 3 is fixed to the left side surface of the transaxle 1 in a posture in which the bottom surface faces the transaxle 1 side. The generator 4 of the present embodiment is formed in a cylindrical shape with the rotation shaft 4a as the central axis, and the generator 4 is fixed to the left side surface of the transaxle 1 in a posture in which the bottom surface faces the transaxle 1 side, like the motor 3. It is to be noted that fig. 2 is a side view of the powertrain 7 seen from the left side. The power train 7 includes an engine 2, a motor 3, a generator 4, and a transaxle 1. Note that the engine 2 is omitted in fig. 2.
A power switch 6 for switching the off and on states of the main power supply of the vehicle 10 is provided in the vehicle cabin of the vehicle 10. When the power switch 6 is turned ON, the main power supply of the vehicle 10 is connected (READY-ON state), and when the power switch 6 is turned OFF, the main power supply of the vehicle 10 is turned OFF (READY-OFF state). The vehicle 10 is provided with a control device 5 that uniformly controls various devices mounted on the vehicle 10.
[2 ] speed-variable drive axle ]
Fig. 3 is a skeleton diagram of a power train 7 including the transaxle 1 of the present embodiment. As shown in fig. 2 and 3, six shafts 11 to 16 arranged parallel to each other are provided in the transaxle 1. Hereinafter, a rotation shaft coaxially connected to the crankshaft 2a is referred to as an input shaft 11.
Similarly, the rotation shafts coaxially connected to the drive shaft 9, the rotation shaft 3a of the motor 3, and the rotation shaft 4a of the generator 4 are referred to as an output shaft 12, a motor shaft 13, and a generator shaft 14. The rotation shaft disposed on the power transmission path between the input shaft 11 and the output shaft 12 is referred to as a first auxiliary shaft 15, and the rotation shaft disposed on the power transmission path between the motor shaft 13 and the output shaft 12 is referred to as a second auxiliary shaft 16. Both end portions of the six shafts 11 to 16 are supported by the housing 1C via bearings, not shown. Note that openings are formed in the side surfaces of the housing 1C on the respective shafts of the input shaft 11, the output shaft 12, the motor shaft 13, and the generator shaft 14 to connect with the crankshaft 2a, the drive shaft 9, the rotary shaft 3a, and the rotary shaft 4a on the outside of the housing 1C.
Three power transmission paths are formed inside the transaxle 1. Specifically, as shown by the two-dot chain line in fig. 2, a power transmission path (hereinafter referred to as "first path 51") from the motor 3 to the output shaft 12 via the motor shaft 13, a power transmission path (hereinafter referred to as "second path 52") from the engine 2 to the output shaft 12 via the input shaft 11, and a power transmission path (hereinafter referred to as "third path 53") from the engine 2 to the generator shaft 14 via the input shaft 11 are formed. Here, the first path 51 and the second path 52 are driving power transmission paths, and the third path 53 is a generating power transmission path.
The first path 51 (first power transmission path) is a path related to power transmission from the motor 3 to the drive wheel 8, and is responsible for power transmission of the motor 3. The motor shaft 13 and the second sub-shaft 16 are provided on the first path 51, and a first dog clutch 20, which will be described later, for cutting off and connecting the power transmission thereof is inserted in the middle of the first path 51. The second path 52 (second power transmission path) is a path related to power transmission from the engine 2 to the drive wheels 8, and is responsible for power transmission when the engine 2 is operating. The input shaft 11 and the first auxiliary shaft 15 are provided on the second path 52, and a second dog clutch 30 (engine-side dog clutch) described later, which is configured to perform disconnection and connection of power transmission and switching between high and low speeds, is inserted in the middle of the second path 52. The third path 53 (third power transmission path) is a path related to power transmission from the engine 2 to the generator 4, and is responsible for power transmission at the time of engine start and power transmission at the time of power generation by the engine 2.
Next, the structure of transaxle 1 will be described in detail with reference to fig. 3. In the following description, the term "fixed gear" refers to a gear that is provided integrally with a shaft and is not rotatable relative to the shaft. The "idler" refers to a gear that is pivotally supported so as to be rotatable relative to the shaft.
A fixed gear 11a, a second dog clutch 30 on the high speed side (hereinafter referred to as "high speed side dog clutch 30H"), an idler gear 11H (first gear), and a fixed gear 11L are provided in this order on the input shaft 11 from the side near the engine 2. Further, a fixed gear 15a, a fixed gear 15H, an idler gear 15L (first gear), and a second dog clutch 30 on the low speed side (hereinafter referred to as "low speed side dog clutch 30L") are provided in this order on the first counter shaft 15 from the side near the engine 2.
The fixed gear 11a of the input shaft 11 is always meshed with the fixed gear 14a provided to the generator shaft 14. That is, the input shaft 11 and the generator shaft 14 are coupled by the two fixed gears 11a and 14a, and power transmission between the engine 2 and the generator 4 is enabled. Further, the fixed gear 15a of the first counter shaft 15 is always meshed with the ring gear 18a of the differential 18 provided to the output shaft 12.
The idler gear 11H and the fixed gear 11L provided on the input shaft 11 have different numbers of teeth from each other, and always mesh with the fixed gear 15H and the idler gear 15L provided on the first counter shaft 15, respectively. Note that the fixed gear 15H and the idler gear 15L of the first counter shaft 15 also have different numbers of teeth from each other. In the present embodiment, the idler gear 11H has a larger number of teeth than the fixed gear 11L. The idler gear 11H meshes with a fixed gear 15H having a small number of teeth to form a high-speed gear stage. In contrast, the fixed gear 11L having a small number of teeth meshes with the idler gear 15L having a large number of teeth to form a low-speed gear stage.
The idler gear 11H coaxially and adjacently arranged with the high-speed side dog clutch 30H has a cog 11d (engaged gear) integrally provided on the right side of a tooth surface portion meshing with the fixed gear 15H of the first counter shaft 15. The idler gear 15L disposed coaxially adjacent to the low-speed side dog clutch 30L has a cog 15d (engaged gear) integrally provided on the left side of a tooth surface portion meshing with the fixed gear 11L of the input shaft 11. A tooth insert 11t is provided at a tip end portion (radially outer end portion) of the tooth insert gear 11 d. A tooth insert (not shown) similar to the tooth insert 11t is also provided at the tip end portion of the tooth insert gear 15 d.
The high-speed side dog clutch 30H and the low-speed side dog clutch 30L are each provided on the second path 52, and control the cut-off and connection states of the power of the engine 2 and switch the high-speed gear stage and the low-speed gear stage. The high-speed side dog clutch 30H includes a hub 31H fixed to the input shaft 11 and an annular sleeve 32H coupled so as to be axially slidable relative to the hub 31H (input shaft 11).
An actuator (for example, a servomotor), not shown, is controlled by the control device 5, and the sleeve 32H is slid in the axial direction. A stroke sensor 45a that detects the amount of movement (stroke amount) thereof is provided near the sleeve 32H. Further, spline teeth 32t that mesh with the cog teeth 11t of the cog wheel 11d are provided on the radially inner side of the sleeve 32H. The socket 32H is meshed (engaged) with the cog wheel 11d by the spline teeth 32t meshing with the cog wheel 11 t. In this state, the driving force from the engine 2 is transmitted to the output shaft 12 through the high-speed side gear pair 11H, 15H. In contrast, when the spline teeth 32t of the sleeve 32H are separated from the cog teeth 11t of the cog wheel 11d, the idler wheel 11H is in an idle state, and the power transmission on the high speed side in the second path 52 is cut off.
Similarly, the low-speed side dog clutch 30L includes a hub 31L fixed to the first auxiliary shaft 15 and an annular sleeve 32L coupled so as to be axially slidable relative to the hub 31L (the first auxiliary shaft 15) without being rotatable relative to the hub. The control device 5 controls an actuator (not shown), so that the sleeve 32L also moves slidably in the axial direction, and the stroke sensor 45b detects the movement amount (stroke amount) thereof. Spline teeth (not shown) that mesh with the tooth inserts of the tooth insert gear 15d are provided on the radially inner side of the sleeve 32L. The sleeve 32L is meshed (engaged) with the cog wheel 15d by the spline teeth meshing with the cog teeth. In this state, the driving force from the engine 2 is transmitted to the output shaft 12 through the low-speed side gear pair 11L, 15L. In contrast, when the spline teeth of the sleeve 32L are separated from the cog teeth of the cog wheel 15d, the idler wheel 15L is in an idle state, and the power transmission on the low speed side in the second path 52 is cut off. Note that control of the sleeves 32H, 32L will be described later.
A first dog clutch 20, an idler gear 16M (first gear), a parking gear 19, and a fixed gear 16a are provided in this order on the second counter shaft 16 from the side near the engine 2. The fixed gear 16a is always meshed with the ring gear 18a of the differential 18. The parking gear 19 is an element constituting a parking lock device, and when the driver selects the P range, the parking gear 19 engages with a parking pawl (not shown) to prohibit rotation of the second auxiliary shaft 16 (i.e., the output shaft 12).
The idler gear 16M has a larger gear number than the fixed gear 13a provided on the motor shaft 13, and is always meshed with the fixed gear 13 a. The idler gear 16M has a cog gear 16d (engaged gear) integrally provided on the right side of the tooth surface portion meshed with the fixed gear 13 a. The cog wheel 16d has the same cog teeth (not shown) as the cog teeth 11t of the cog wheel 11d at the tip end portion thereof.
The first dog clutch 20 includes a hub 21 fixed to the second auxiliary shaft 16 and an annular sleeve 22 coupled so as not to be able to relatively rotate with respect to the hub 21 (the second auxiliary shaft 16) and to be slidable in the axial direction. The control device 5 controls an actuator (not shown), so that the sleeve 22 also moves slidably in the axial direction, and the stroke sensor 45c detects the movement amount (stroke amount) thereof. Spline teeth (not shown) similar to the spline teeth 32t of the sleeve 32H are provided on the inner side in the radial direction of the sleeve 22. The sleeve 22 is meshed (engaged) with the cog wheel 16d of the idler wheel 16M by the spline teeth of the sleeve 22.
In a state where the sleeve 22 is meshed (engaged) with the cog wheel 16d, the driving force from the motor 3 is transmitted to the output shaft 12. In contrast, when the spline teeth of the sleeve 22 are separated from the cog wheel 16d of the idler wheel 16M, the idler wheel 16M is in an idle state, and the power transmission of the first path 51 is cut off. In the present embodiment, the sleeve 22 is engaged with the cog wheel 16d when the motor 3 is operated (in the activated state), and the sleeve 22 is controlled to the neutral position when the motor 3 is stopped (in the deactivated state). The "neutral position" referred to herein means a position where the sleeve is separated from the cog wheel, and may be the same position as the 0 point position described later, or may be a predetermined range including the 0 point position.
[3. Outline and constitution of control ]
In the transaxle 1, when the output shaft 12 is in a stopped state, the initial position Ps of the adjustment sleeves 32H, 32L is controlled. Hereinafter, this control will be referred to as "sleeve adjustment control". The sleeve adjustment control is performed by the control device 5 when the output shaft 12 is stopped (that is, during the stop of the vehicle 10). In the present embodiment, a case will be described in which sleeve adjustment control is performed on the sleeves 32H, 32L of the second dog clutch 30 provided on the second path 52. The initial position Ps is a position of the sleeves 32H, 32L before the output shaft 12 is stopped and the sleeves 32H, 32L are moved.
The transaxle 1 of the present embodiment does not have position sensors that directly detect the positions of the sleeves 32H, 32L, but has stroke sensors 45a, 45b that are cheaper than the position sensors. The stroke sensors 45a and 45b are detection means for detecting the movement amounts of the sleeves 32H and 32L. Further, a 0-point position Pn (initial position) as a reference when the sleeves 32H, 32L are moved by the actuator is preset. The control device 5 of the present embodiment instructs the actuator of the movement direction and the movement amount from the initial position Ps, thereby moving the sleeves 32H and 32L to the desired positions.
The desired position refers to, for example, a position where the spline teeth 32t of the sleeve 32H mesh with the cog teeth 11t of the cog wheel 11d, i.e., a position where each sleeve 32H, 32L engages with each cog wheel 11d, 15d adjacent thereto. Hereinafter, the desired position is referred to as "engagement position Pe". In the present embodiment, since the second dog clutch 30 is provided on the high speed side and the low speed side, respectively, the distance from the 0 point position Pn to the engagement position Pe is predetermined for each of the sleeves 32H, 32L. Therefore, when the sleeves 32H, 32L are engaged with the dog clutches 11d, 15d, the control device 5 transmits a preset command value (movement direction and movement amount) to the actuator.
However, when the positions (i.e., the initial positions Ps) of the sleeves 32H, 32L before the movement do not coincide with the 0-point position Pn due to some abnormality as shown in fig. 4 (a), it is difficult for the transaxle 1 of the present embodiment to move the sleeves 32H, 32L to the engagement position Pe with high accuracy. Then, the control device 5 adjusts the initial positions Ps of the sleeves 32H, 32L while the output shaft 12 is stopped, so that the positions of the sleeves 32H, 32L reliably coincide with the 0-point positions. The control is a sleeve adjustment control. As shown in fig. 3 enlarged, the 0-point position Pn is set as, for example, the axial center point of each hub 31H, 31L. Note that, if the initial position Ps of the sleeves 32H, 32L before movement coincides with the 0-point position Pn, "0-point position pn=initial position Ps" of course.
In the present embodiment, the EV mode is selected when the running load and the vehicle speed are low, that is, when the vehicle 10 is started and stopped, the sleeve 22 of the first dog clutch 20 is engaged with the facing gear 16d in the stopped state of the output shaft 12, and the sleeve adjustment control is not performed on the sleeve 22 of the first dog clutch 20.
When the output shaft 12 is stopped (during a stop period of the vehicle 10), for example, when the main power supply of the vehicle 10 is turned OFF by turning OFF the power switch 6 of the vehicle 10 (that is, when the vehicle 10 is turned into a READY-OFF state). The output shaft 12 is also stopped when the vehicle 10 is stopped and power generation by the generator 4 is not performed by signal waiting, crossing waiting, or the like during driving of the vehicle 10 before the main power supply of the vehicle 10 is connected and driving is started by turning on the power switch 6 of the vehicle 10. Therefore, the sleeve adjustment control can be also implemented in these cases.
When the control device 5 of the present embodiment determines that the output shaft 12 is in the stopped state, the control device adjusts the position of the sleeve 32H on the high speed side, and then adjusts the position of the sleeve 32L on the low speed side, thereby sequentially executing the adjustment of the initial positions Ps of the two clutches 30H, 30L. Specifically, as shown in fig. 4 (b), the actuator of the sleeve 32H on the high speed side is controlled to move the sleeve 32H from the initial position Ps to the cog wheel 11d of the idler wheel 11H so that the spline teeth 32t mesh with the cog teeth 11 t. At this time, since the sleeve 32H is located at the engagement position Pe, the sleeve 32H is moved from the engagement position Pe in the opposite direction (in the direction away from the cog wheel 11d as indicated by the black arrow in the drawing) by a predetermined neutral distance Dn to adjust the position of the sleeve 32H. Hereinafter, a direction in which the clutch is engaged (for example, a direction in which the sleeve 32H faces the facing gear 11 d) is referred to as a "first direction", and a direction opposite to the first direction (i.e., a direction in which the clutch is disconnected) is referred to as a "second direction".
The control device 5 may determine that the vehicle 10 is stopped (i.e., that the output shaft 12 is in a stopped state) by a vehicle speed sensor or a wheel speed sensor (both not shown), or may determine based on a shift position, a locked state of the parking brake 19, and an on-off state of a main power supply of the vehicle 10. The neutral distance Dn is the aforementioned "distance from the 0 point position Pn to the engagement position Pe", and is preset for each of the sleeves 32H, 32L. That is, since the sleeve 32H is stopped at a position separated by the neutral distance Dn from the position (the engagement position Pe described above) where the spline teeth 32t and the tooth insert teeth 11t are engaged, the position of the sleeve 32H reliably coincides with the 0-point position.
Note that, if the sleeve 32H abuts against a member located at the destination of the sliding movement, the sleeve 32H stops at the abutting position and does not move any more. Therefore, the main reason why the sliding movement of the sleeve 32H ends is that: as shown in fig. 4 (b), the spline teeth 32t mesh with the tooth cog 11t (i.e., the engagement position Pe is reached), or as shown in fig. 4 (c), the spline teeth 32t collide with the tooth cog 11t without meshing (i.e., gear interference is generated). Note that the position of the sleeve 32H when gear interference occurs is referred to as "gear interference position Pb". The control device 5 of the present embodiment identifies the factor at the time of stopping the sleeve 32H based on the distance (movement amount) of the sleeve 32H from the initial position Ps to the stopped position.
Specifically, as shown on the left side in fig. 4 b and c, a determination is made based on whether or not the movement amount D (patterned arrow) of the sleeve 32H detected by the stroke sensor 45a is equal to or greater than a predetermined value X. The predetermined value X is set in advance to a value that can distinguish between engagement of the sleeve 32H and gear blockage even if the initial position Ps of the sleeve 32H is deviated from the 0-point position Pn as shown in fig. 4 (a). That is, as shown in fig. 4 (b), since the movement amount D is equal to or greater than the predetermined value X when the sleeve 32H has moved to the engagement position Pe, the control device 5 determines that "the spline teeth 32t are engaged with the cog teeth 11 t" when "D is equal to or greater than X". In contrast, as shown in fig. 4 (c), since the movement amount D is smaller than the predetermined value X when the sleeve 32H is moved only to the gear obstructing position Pb, the control device 5 determines that "gear obstruction is generated" when "D < X".
When the sleeve 32H is moved in the first direction, the control device 5 rotates the input shaft 11 by the power of the generator 4, and shifts the phases of the sleeve 32H and the cog wheel 11 d. In the present embodiment, since the hub 31H is fixed to the input shaft 11 and the sleeve 32H is provided so as not to be relatively rotatable with respect to the hub 31H, the sleeve 32H is rotated by rotating the input shaft 11. That is, when the sleeve 32H is moved, the control device 5 rotates the sleeve 32H by applying torque to the generator 4, and shifts the phase of the sleeve 32H to the facing phase of the cog 11 d. This suppresses occurrence of gear interference between the spline teeth 32t and the tooth insert teeth 11 t.
The control device 5 of the present embodiment operates the generator 4 when it is determined that the gear blockage has occurred, rotates the sleeve 32H via the input shaft 11, and moves the sleeve 32H in the first direction again after changing the phase. At this time, if the sleeve 32H moves, the sleeve 32H is moved until the sleeve 32H is stopped (i.e., until the engagement position Pe is reached), and if the sleeve 32H does not move, the sleeve 32H is rotated again by the input shaft 11, and the sleeve 32H is slid after shifting the phases of the sleeve 32H and the cog wheel 11 d. Note that the rotation direction of the input shaft 11 may be either one direction or may be switched in a short period. Further, the sleeve 32H may be rotated by operating the generator 4 from before it is determined that the gear is blocked (for example, when the movement of the sleeve 32H is started).
When the control device 5 ends the adjustment of the high-speed sleeve 32H, the same control is performed on the low-speed sleeve 32L. That is, the actuator of the low-speed side sleeve 32L is controlled to move the sleeve 32L toward the cog wheel 15D (i.e., in the first direction) of the idler wheel 15L, and when the sleeve 32L is stopped, it is determined whether or not the movement amount D detected by the stroke sensor 45b is equal to or greater than the predetermined value X. If D.gtoreq.X, it is determined that the spline teeth and the cog teeth are engaged, and the sleeve 32L is moved in the reverse direction (in a direction away from the cog wheel 15D) by a predetermined neutral distance Dn to adjust the position of the sleeve 32L.
On the other hand, if D < X, it is determined that the spline teeth collide with the cog teeth and do not mesh (gear interference occurs), and the generator 4 is operated to rotate the input shaft 11 and the idler gear 15L meshing with the fixed gear 11L, thereby shifting the phase of the sleeve 32L and the cog gear 15D. Thereafter, the sleeve 32L is moved in the first direction. At this time, if the sleeve 32L is moved, the sleeve 32L is moved until the sleeve 32L is stopped, and if the sleeve 32L is not moved, the idle gear 15L is rotated again by the input shaft 11, and after shifting the phases of the sleeve 32L and the cog gear 15d, the sleeve 32L is slid.
[4. Procedure ]
Fig. 5 is a flowchart for explaining the content of the sleeve adjustment control. This flow is performed by the control device 5 when the main power supply of the vehicle 10 is turned off (i.e., when the output shaft 12 is in a stopped state). It is assumed that the information detected by the stroke sensors 45a to 45c is transmitted to the control device 5 at any time.
First, the sleeve 32H on the high speed side is moved in the first direction (toward the idler pulley 11H) (step S1), and it is determined whether the sleeve 32H has stopped (step S2). When the sleeve 32H is stopped after the sleeve 32H is stopped, the actuator is controlled, and it is determined whether or not the movement amount D detected by the stroke sensor 45a is equal to or greater than a predetermined value X (step S3). If D is not less than X, it is determined that the spline teeth 32t and the tooth insert teeth 11t are engaged, and the sleeve 32H is moved in the second direction by the neutral distance Dn and stopped (step S4).
On the other hand, if D < X in step S3, the routine proceeds to step S5, where the generator 4 is driven, and the sleeve 32H is rotated by the power of the generator 4 through the input shaft 11. Thereby, the relative phases of the sleeve 32H and the cog wheel 11d are shifted, and then the sleeve 32H is moved again in the first direction (step S6). Then, it is determined whether the sleeve 32H has moved (step S7), and if the sleeve 32H has not moved, the process returns to step S5. On the other hand, when the sleeve 32H is moved, it is determined whether the sleeve 32H has stopped (step S8), and the actuator is controlled until the sleeve 32H is stopped (i.e., until the spline teeth 32t are engaged with the tooth insert 11 t). Then, when the sleeve 32H is stopped, the process of step S4 is performed.
When the adjustment of the sleeve 32H on the high speed side is completed, the adjustment of the sleeve 32L on the low speed side is performed (the processing of steps S9 to S16). That is, the sleeve 32L on the low speed side is moved in the first direction (toward the idler pulley 15L) (step S9), and it is determined whether the sleeve 32L has stopped (step S10). When the sleeve 32L is stopped after the sleeve 32L is stopped, the actuator is controlled, and it is determined whether or not the movement amount D detected by the stroke sensor 45b is equal to or greater than a predetermined value X (step S11). If D is not less than X, it is determined that the spline teeth and the tooth insert teeth are engaged, and the sleeve 32L is moved in the second direction by the neutral distance Dn and stopped (step S12).
On the other hand, in step S11, if D < X, the process proceeds to step S13, where the generator 4 is driven, and the idler pulley 15L is rotated by the power of the generator 4. Thereby, the relative phases of the sleeve 32L and the cog wheel 15d are shifted, and then the sleeve 32L is moved again in the first direction (step S14). Then, it is determined whether or not the sleeve 32L has moved (step S15), and if the sleeve 32L has not moved, the process returns to step S13. On the other hand, when the sleeve 32L is moved, it is determined whether the sleeve 32L has stopped (step S16), and the actuator is controlled until the sleeve 32L is stopped (i.e., until the spline teeth and the tooth insert teeth are engaged). Then, when the sleeve 32L is stopped, the process of step S12 is performed.
[5. Action, effect ]
(1) In the control device 5 of the transaxle 1 described above, when the output shaft 12 is in the stopped state, after the sleeves 32H, 32L are moved in the first direction so as to be engaged with the cogwheels 11d, 15d of the respective idlers 11H, 15L, the sleeves 32H, 32L are moved in the second direction by the neutral distance Dn. Here, since the neutral distance Dn of the present embodiment is set in advance to the distance from the 0 point position Pn to the engagement position Pe, the initial position Ps of the sleeves 32H, 32L can be reliably adjusted (set) to the 0 point position Pn. This prevents the sockets 32H, 32L from being erroneously engaged with the teeth of the facing gears 11d, 15d or from being erroneously disengaged from the teeth, and enables highly accurate clutch control.
(2) In the control device 5 described above, when the sleeves 32H, 32L are moved in the first direction, the relative phases of the sleeves 32H, 32L and the cog wheels 11d, 15d are shifted by the power of the generator 4, so that occurrence of gear blockage can be suppressed. That is, the teeth of the sleeves 32H, 32L and the teeth of the cog wheels 11d, 15d are easily engaged, and the positions of the sleeves 32H, 32L can be quickly adjusted.
(3) Further, since the generator 4 is operated after the gear is blocked when it is determined that the sleeves 32H, 32L are being moved, the spline teeth and the tooth inserts can be engaged with minimum power, and the positions of the sleeves 32H, 32L can be quickly adjusted.
(4) Since the control device 5 determines whether or not there is gear blockage based on whether or not the respective movement amounts D of the sleeves 32H, 32L are equal to or greater than the predetermined value X, the determination can be performed using the stroke sensors 45a, 45b that are cheaper than the position sensors.
(5) The sleeve position control described above is performed when the main power supply of the vehicle 10 is turned off by the off operation of the power switch 6, and thus the vehicle 10 can be rapidly issued as compared with the case where the control is performed immediately before the vehicle 10 is issued (when the main power supply of the vehicle 10 is connected).
(6) Further, in the vehicle 10 described above, since the EV mode is selected immediately before stopping, the second dog clutch 30 on the engine 10 side is released. Therefore, by adjusting the positions of the sleeves 32H, 32L of the second dog clutch 30 as described above, clutch control in the next drive cycle can be performed with high accuracy.
(7) Note that in the transaxle 1 described above, the second dog clutch 30 is provided on the second path 52, and when traveling in the parallel mode, the high-speed gear stage and the low-speed gear stage are switched according to the traveling state, the requested output, and the like. That is, in the parallel mode, since the power of the engine 2 can be transmitted (output) by switching to two stages, the running mode can be increased, effects such as improvement of the driving experience and improvement of the fuel consumption can be obtained, and the vehicle marketability can be improved.
Further, since the above-described second dog clutch 30 is constituted by the high-speed side dog clutch 30H and the low-speed side dog clutch 30L, and the sleeves 32H, 32L are provided in the respective dog clutches 30H, 30L, the gear ratio is not limited. That is, the gear ratios of the high-speed gear stage and the low-speed gear stage can be freely set. In the vehicle 10 described above, the power of the engine 2 and the power of the motor 3 can be output separately, so that the torque loss at the time of switching between high and low speeds can be compensated for by the power of the motor 3. This suppresses shift shock, and reduces the necessity of abrupt high-low speed switching, thereby simplifying the structure of the second dog clutch 30.
In the above-described embodiment, since the second dog clutch 30 having no synchromesh mechanism is used for switching between the high-speed gear stage and the low-speed gear stage, downsizing can be achieved, and space saving can be achieved. Further, since the clutch mechanism does not use hydraulic pressure, an oil pump is not required, and further, the resistance loss can be reduced, so that the efficiency can be expected to be improved.
Note that, in the transaxle 1 described above, the first dog clutch 20 is also provided on the first path 51, and when traveling in the parallel mode, the motor 3 can be separated from the output shaft 12 by releasing the first dog clutch 20 without assistance from the motor 3. This can avoid the interlocking rotation of the motor 3, suppress the power consumption, and reduce the loss.
[6. Others ]
The above-described sleeve adjustment control is an example, and is not limited to the above. For example, the position of the sleeve 32L on the low speed side may be adjusted first, or the positions of the two sleeves 32H, 32L may be adjusted simultaneously. Further, it is also possible to determine whether or not the spline teeth collide with the cog teeth and are not engaged during the movement of the sleeves 32H, 32L in the first direction using a parameter other than the movement amount D detected by the stroke sensors 45a, 45 b. The high-speed side sleeve 32H and the low-speed side sleeve 32L may be controlled by the same actuator.
The above-described transaxle 1 is an example, and the configuration thereof is not limited to the above. For example, in the transaxle 1 described above, the second dog clutch 30 is provided to the input shaft 11 and the first auxiliary shaft 15, respectively, but one second dog clutch may be provided to one of the shafts 11, 15. For example, a high-speed side dog gear may be disposed on one side in the axial direction of the second dog clutch provided in the input shaft 11, and a low-speed side dog gear may be disposed on the other side, so that the sleeve of the second dog clutch meshes with the two dog gears.
The above-described sleeve adjustment control can be applied to a transaxle having such a structure. For example, when the output shaft 12 is in a stopped state, the sleeve is moved to the high-speed side cog wheel, and when the high-speed side cog wheel is engaged with the sleeve, the movement amount (the distance from the initial position to the high-speed side engagement position) is detected by the stroke sensor. Next, the sleeve is moved toward the low-speed side cog wheel, and when the low-speed side cog wheel is engaged with the sleeve, the amount of movement (the distance from the high-speed side engagement position to the low-speed side engagement position) is detected by the stroke sensor. Then, a value of half of the detection value (movement amount) of the latter is calculated as the neutral distance, and the sleeve is moved in the opposite direction (i.e., toward the high-speed side) by the neutral distance. Thus, the sleeve can be reliably adjusted to the 0-point position.
In addition to the stroke sensor, the transaxle 1 may be provided with a position sensor that directly detects the position of the sleeves 32H, 32L. Even in such a transaxle, since the position of the sleeve cannot be accurately detected even when the position sensor fails, the sleeve adjustment control described above can be executed to adjust the sleeve to the 0-point position.
In the sleeve adjustment control described above, the positions of the sleeves 32H, 32L of the second dog clutch 30 on the second path 52 are adjusted, but the position of the sleeve 22 of the first dog clutch 20 on the first path 51 may be adjusted instead of or in addition to this. That is, the sleeve adjustment control described above is not limited to the second dog clutch 30 for high-low speed switching, and may be applied to a dog clutch (for example, the first dog clutch 20) for switching off and on of power transmission. In the case of application to the first dog clutch 20, it is preferable to change the phase of the idler gear 16M (first gear) by the power of the motor 3 (first rotary electric machine) so that the spline teeth of the sleeve 22 are easily meshed with the tooth-embedded teeth of the tooth-embedded gear 16d (engaged gear). Note that the first dog clutch 20 is not necessarily constituted and may be omitted.
The transaxle 1 described above has a high-speed gear stage and a low-speed gear stage that are shifted by the second dog clutch 30, but the sleeve adjustment control described above may be applied to a dog clutch used in a transaxle other than a two-stage shift type transaxle.
Note that the relative positions of the engine 2, the motor 3, and the generator 4 with respect to the transaxle 1 are not limited to the above. The arrangement of the six shafts 11 to 16 in the transaxle 1 may be set according to the relative positions thereof. The arrangement of the gears of the respective shafts provided in the transaxle 1 is also an example, and is not limited to the above.
Description of the reference numerals
1. Variable speed drive axle
2. Engine with a motor
3. Motor (Motor, first rotating machine)
4. Generators (generator, second rotating machine)
5. Control device
8. Driving wheel
10. Vehicle with a vehicle body having a vehicle body support
11. Input shaft
11d tooth cog (engaged gear)
11H idler (first gear)
11t tooth cog (tooth of tooth cog wheel)
12. Output shaft
15. A first auxiliary shaft
15d tooth cog (engaged gear)
15L idler wheel (first gear)
16d tooth cog (engaged gear)
16M idler (first gear)
20. First claw clutch (clutch)
22. Sleeve barrel
30. Second claw clutch (Engine side Clutch, clutch)
30H high speed side claw clutch (Engine side clutch, clutch)
30L low-speed side claw clutch (Engine side Clutch, clutch)
32H, 32L sleeve
32t spline teeth (sleeve teeth)
51. First path (first power transmission path)
52. Second path (second power transmission path)
Dn neutral distance
D movement amount (Stroke amount)
Pb gear blocking position
Pe engagement position
Pn 0 point location
Ps initial position
X prescribed value

Claims (17)

1. A control device for a transaxle for a hybrid vehicle equipped with an engine, a first rotating electric machine that drives an output shaft on a drive wheel side, and a second rotating electric machine that generates electric power using a drive force of the engine,
the transaxle includes:
a clutch provided on at least one of a first power transmission path from the first rotating electrical machine to the output shaft and a second power transmission path from the engine to the output shaft, the second power transmission path being different from the first power transmission path; and
A first gear coaxially disposed adjacent to the clutch and having an engaged gear engaged with a sleeve of the clutch,
when the output shaft is in a stopped state, the control device moves the sleeve in a direction opposite to a first direction to adjust an initial position of the sleeve after moving the sleeve in the first direction to engage the sleeve with the engaged gear of the first gear, the neutral distance being a distance from a position at which teeth of the sleeve mesh with the engaged gear as a reference when the sleeve is moved.
2. The control device for a transaxle of claim 1, wherein,
when the sleeve is moved in the first direction, the control device uses the power of the rotating electric machine to shift the phases of the sleeve and the engaged gear.
3. The control device for a transaxle according to claim 2, wherein,
the control means shifts the phases of the sleeve and the engaged gear in a case where the teeth of the sleeve collide with the teeth of the engaged gear while the sleeve is being moved in the first direction without being engaged.
4. The control device for a transaxle according to claim 3,
when the movement amount of the sleeve when the sleeve is moved in the first direction and stopped is smaller than a predetermined value, the control device determines that the teeth of the sleeve collide with the teeth of the engaged gear and are not engaged.
5. The control device for a transaxle according to claim 2, wherein,
the clutch is provided on the second power transmission path,
the control device uses the power of the second rotating electric machine to shift the phase of the sleeve and the engaged gear.
6. The control device for a transaxle according to claim 3,
the clutch is provided on the second power transmission path,
the control device uses the power of the second rotating electric machine to shift the phase of the sleeve and the engaged gear.
7. The control device for a transaxle according to claim 4,
the clutch is provided on the second power transmission path,
the control device uses the power of the second rotating electric machine to shift the phase of the sleeve and the engaged gear.
8. The control device for a transaxle of claim 1, wherein,
the clutch has a high-speed side clutch and a low-speed side clutch provided on the second power transmission path for performing disconnection and connection of power transmission and high-low speed switching,
the control device sequentially executes adjustment of the initial positions of both the high-speed side clutch and the low-speed side clutch.
9. The control device for a transaxle according to claim 2, wherein,
the clutch has a high-speed side clutch and a low-speed side clutch provided on the second power transmission path for performing disconnection and connection of power transmission and high-low speed switching,
the control device sequentially executes adjustment of the initial positions of both the high-speed side clutch and the low-speed side clutch.
10. The control device for a transaxle according to claim 3,
the clutch has a high-speed side clutch and a low-speed side clutch provided on the second power transmission path for performing disconnection and connection of power transmission and high-low speed switching,
The control device sequentially executes adjustment of the initial positions of both the high-speed side clutch and the low-speed side clutch.
11. The control device for a transaxle according to claim 4,
the clutch has a high-speed side clutch and a low-speed side clutch provided on the second power transmission path for performing disconnection and connection of power transmission and high-low speed switching,
the control device sequentially executes adjustment of the initial positions of both the high-speed side clutch and the low-speed side clutch.
12. The control device for a transaxle of claim 5, wherein,
the clutch has a high-speed side clutch and a low-speed side clutch provided on the second power transmission path for performing disconnection and connection of power transmission and high-low speed switching,
the control device sequentially executes adjustment of the initial positions of both the high-speed side clutch and the low-speed side clutch.
13. The control device for a transaxle of claim 6, wherein,
The clutch has a high-speed side clutch and a low-speed side clutch provided on the second power transmission path for performing disconnection and connection of power transmission and high-low speed switching,
the control device sequentially executes adjustment of the initial positions of both the high-speed side clutch and the low-speed side clutch.
14. The control device for a transaxle of claim 7, wherein,
the clutch has a high-speed side clutch and a low-speed side clutch provided on the second power transmission path for performing disconnection and connection of power transmission and high-low speed switching,
the control device sequentially executes adjustment of the initial positions of both the high-speed side clutch and the low-speed side clutch.
15. The control device for a transaxle as claimed in any one of claims 1 to 14,
when the main power supply of the vehicle is cut off, the control device starts to move the sleeve in the first direction to adjust the initial position of the sleeve.
16. The control device for a transaxle as claimed in any one of claims 2 to 4,
the clutch is provided on the first power transmission path,
the control device uses the power of the first rotating electric machine to shift the phase of the sleeve and the engaged gear.
17. The control device for a transaxle as claimed in any one of claims 5 to 7,
the clutch is also provided on the first power transmission path,
the control device uses the power of the first rotating electric machine to shift the phase of the sleeve of the clutch and the engaged gear on the first power transmission path.
CN201880077885.1A 2017-12-04 2018-08-29 Control device for variable speed drive axle Active CN111433065B (en)

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