CN111433066A - Clutch control device - Google Patents

Clutch control device Download PDF

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Publication number
CN111433066A
CN111433066A CN201880077909.3A CN201880077909A CN111433066A CN 111433066 A CN111433066 A CN 111433066A CN 201880077909 A CN201880077909 A CN 201880077909A CN 111433066 A CN111433066 A CN 111433066A
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CN
China
Prior art keywords
sleeve
clutch
rotation
shaft
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN201880077909.3A
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Chinese (zh)
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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Filing date
Publication date
Application filed by Mitsubishi Motors Corp filed Critical Mitsubishi Motors Corp
Publication of CN111433066A publication Critical patent/CN111433066A/en
Pending legal-status Critical Current

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    • 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
    • B60K6/36—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 transmission gearings
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • 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
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • 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

Abstract

An engagement clutch (20, 30H, 30L) between a first shaft (11, 13) to which power is transmitted by rotating in synchronization with a rotating electric machine (3, 4) and a second shaft (15, 16) to which power of the first shaft (11, 13) is transmitted is provided with a sleeve (22, 32H, 32L) and an engaged gear (16D, 11D, 15D). A control device (5) is provided with a rotation control unit (5A) for controlling the rotating electric machine (3, 4) to match the rotation of the sleeve with the rotation of the engaged gear during the traveling of a vehicle in which the clutch (20, 30H, 30L) is in a disengaged state, a sleeve control unit (5B) for moving the sleeve in a first direction to engage the engaged gear during the control of the rotation control unit (5A), a movement detection units (45A-45C) for detecting a movement amount D of the sleeve, and a determination unit (5C) for determining that the sleeve and the engaged gear are not engaged when the movement amount Dp is smaller than a predetermined amount.

Description

Clutch control device
Technical Field
The present invention relates to a clutch control device for a vehicle including an engagement clutch (so-called dog clutch) interposed between a first shaft that transmits power from at least one rotating electrical machine and a second shaft on an output side.
Background
Conventionally, a dog clutch having no synchronizing mechanism is sometimes used as a clutch used for shifting a vehicle or switching a power source. The dog clutch includes: a hub fixed to the shaft; an annular sleeve coupled to the hub so as to be non-rotatable with respect to the hub and slidable in an axial direction; and an actuator for slidably moving the sleeve, which is engaged by meshing the teeth of the sleeve with the teeth of an adjacent engaged gear (so-called pawl gear).
A dog clutch without a synchronizing mechanism has advantages such as no need for an oil pump and good vehicle mountability, and rotation synchronization is required to suppress vibration and noise at the time of clutch engagement. In contrast, for example, in patent document 1, by adding correction control according to a torque change or a vehicle speed change to the synchronization control, it is possible to quickly connect (engage) the dog clutch even if the vehicle speed changes.
Patent document 1: japanese patent laid-open publication No. 2011-105024
However, in the dog clutch having no synchronizing mechanism, so-called tooth hitting may occur in which the teeth of the sleeve collide with the teeth of the dog gear even when the rotation is synchronized. If the sleeve is slid in the engagement direction while these teeth are not in mesh, the teeth of the sleeve and the teeth of the claw gear may be damaged in addition to causing vibration and noise.
Disclosure of Invention
The clutch control device according to the present application is made in view of such a problem, and one of the objects is to suppress damage to the dog clutch due to gear rattling. The present invention is not limited to this object, and another object of the present invention is to provide an effect derived from each configuration shown in the embodiment for carrying out the invention described later, which cannot be obtained by the conventional technique.
(1) The clutch control device disclosed herein is a clutch control device for a vehicle including an engagement clutch that turns on and off power transmission between a first shaft to which power is transmitted by rotating in synchronization with at least one rotating electrical machine and a second shaft to which power of the first shaft is transmitted, the engagement clutch being provided with: a sleeve that is provided so as to rotate synchronously with one of the first shaft and the second shaft and is movable in an axial direction; and an engaged gear provided so as to be rotatable relative to the other of the first shaft and the second shaft.
The clutch control device includes: a rotation control unit that controls the rotating electrical machine so that rotation of the sleeve matches rotation of the engaged gear during traveling of the vehicle with the engagement clutch in a disengaged state; a sleeve control portion that moves the sleeve in a first direction to engage with the engaged gear in a control process of the rotation control portion; a movement detection unit that detects a movement amount of the sleeve; and a determination unit that determines that tooth hitting occurs when the sleeve and the engaged gear collide without meshing with each other when the amount of movement is smaller than a predetermined amount set in advance. Further, it is preferable that the determination unit determines that the sleeve is engaged with the claw type engaged gear when the movement amount is equal to or larger than the predetermined amount.
(2) Preferably, when the determination unit determines that the tooth punching has occurred, the sleeve control unit moves the sleeve in a second direction opposite to the first direction and then moves the sleeve in the first direction again.
(3) Preferably, when the sleeve is moved in the second direction by the sleeve control unit, the rotation control unit controls the rotating electric machine such that a difference between the rotational speed of the sleeve and the rotational speed of the engaged gear becomes large, and then controls the rotating electric machine again such that the rotation of the sleeve matches the rotation of the engaged gear.
(4) Preferably, the vehicle is provided with an accelerator opening degree detection unit that detects an accelerator opening degree. In this case, it is preferable that the rotation control section synchronizes rotation of the sleeve with rotation of the engaged gear when the accelerator opening degree is smaller than a predetermined opening degree, thereby executing the matched control.
(5) Preferably, when the accelerator opening degree is equal to or greater than the predetermined opening degree, the rotation control unit controls the rotating electrical machine so that a difference between a rotation speed of the sleeve and a rotation speed of the engaged gear falls within a predetermined rotation speed range, thereby performing the matching control.
(6) Preferably, the rotation control unit sets the rotation speed range to be wider as the vehicle speed is higher.
(7) Preferably, the clutch control device includes: an acquisition unit that acquires an accelerator opening speed; and a drive control unit that controls a drive source of the vehicle based on an accelerator operation, the drive control unit causing control of the drive source to stand by until the sleeve engages with the engaged gear when the accelerator opening speed is equal to or higher than a predetermined value during control by the sleeve control unit.
(8) Preferably, the vehicle is a hybrid vehicle including two of the rotating electric machines and an engine, and including: a first power transmission path that transmits power of one of the rotating electric machines to an output shaft that drives a drive wheel of the vehicle; a second power transmission path that transmits power of the engine to the output shaft; and a third power transmission path that transmits power of the engine to the other rotating electric machine. In this case, it is preferable that the engagement clutch is interposed in each of the first power transmission path and the second power transmission path.
(9) Preferably, the rotating electrical machine controlled by the rotation control unit is the other rotating electrical machine, a high-side clutch and a low-side clutch which are independent of each other are interposed as the engagement clutch in the second power transmission path, and the high-side clutch and the low-side clutch are synchronized by the other rotating electrical machine.
According to the disclosed clutch control device, when the engagement clutch is switched from the disengaged state to the engaged state during the traveling of the vehicle, the collision (so-called tooth hitting) between the teeth of the sleeve and the teeth of the engaged gear can be detected based on the amount of movement of the sleeve. Therefore, damage to these teeth can be avoided, and damage to the meshing clutch due to gear rattling can be suppressed.
Drawings
Fig. 1 is a plan view showing an internal configuration of a vehicle in which a clutch control device according to an embodiment is mounted.
Fig. 2 is a schematic side view of a power train including a transaxle as a control target of the clutch control device of fig. 1.
Fig. 3 is a schematic diagram showing a block diagram of the clutch control device of fig. 1 together with a frame diagram showing a power train provided with the transaxle of fig. 2.
Fig. 4 is a schematic diagram for explaining the contents of clutch engagement control implemented in the control device of fig. 1, (a) shows a neutral state, (b) shows an engaged state, (c) shows a tooth hitting state, and (d) shows a tooth hitting avoiding state.
Fig. 5 is an illustration of a flow chart of clutch engagement control implemented in the control device of fig. 1.
Detailed Description
A clutch control device according to an embodiment will be described with reference to the drawings. The embodiments described below are merely examples and are not intended to exclude the application of various modifications and techniques not explicitly described in the following embodiments. The respective configurations of the present embodiment can be variously modified and implemented without departing from the scope of these matters. Further, they can be selected as necessary, or can be appropriately combined.
[1. Overall constitution ]
The clutch control device 5 (hereinafter referred to as "control device 5") according to the present embodiment is applied to a vehicle 10 shown in fig. 1, and controls a transaxle (transaxle)1 mounted on the vehicle 10. The vehicle 10 is a hybrid vehicle equipped with an engine 2, a motor 3 for running (an electric motor, one rotating electric machine), and a generator 4 for power generation (a power generator, another rotating electric machine). The generator 4 is connected to the engine 2 and is operable independently of the operating state of the motor 3. Three running modes, i.e., an EV mode, a series mode, and a parallel mode, are prepared for the vehicle 10. These running modes are alternatively selected by the control device 5 according to the vehicle state, the running state, the driver's demand output, and the like, and the engine 2, the motor 3, and the generator 4 are used in different types.
The EV mode is a running mode in which the vehicle 10 is driven by only the motor 3 using the charging power of a driving battery, not shown, while the engine 2 and the generator 4 are kept stopped. The EV mode is selected when the traveling load and the vehicle speed are low or when the charge level of the battery is high. The series mode is a traveling mode in which the engine 2 drives the generator 4 to generate electric power and the vehicle 10 is driven by the motor 3 using the generated electric power. The series mode is selected when the running load and the vehicle speed are moderate or when 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 necessary, and the parallel mode 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 the respective powers of the engine 2 and the motor 3 are transmitted separately from different power transmission paths. That is, the engine 2 and the motor 3 are driving sources that drive the output shaft 12 of the vehicle 10, respectively. Further, 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 drive (main speed reducer) including a differential gear 18 (differential device; hereinafter referred to as "differential 18") and a transmission (speed reducer) are integrally formed, and incorporates a plurality of mechanisms for transmitting power between a drive source and a driven device. The transaxle 1 of the present embodiment is configured to be capable of high-low switching (switching between a high speed stage and a low speed stage), and when the vehicle travels in the parallel mode, the control device 5 switches between the high speed stage and the low speed stage in accordance with a traveling state, a required output, and the like.
The engine 2 is an internal combustion engine (gasoline engine, diesel engine) using gasoline or light oil as fuel. The engine 2 is a so-called transverse engine in which a crankshaft 2a (a rotary shaft) is disposed transversely so that the direction of the crankshaft coincides with the vehicle width direction of the vehicle 10, and is fixed to the right side surface of the transaxle 1. The crankshaft 2a is disposed in parallel with a drive shaft 9 of the drive wheel 8. The operating state of the engine 2 is controlled by the control device 5.
Both the motor 3 and the generator 4 of the present embodiment are electric power generators (motor/generators) having both a function as an electric motor and a function as a power generator. The motor 3 mainly functions as an electric motor to drive the vehicle 10, and functions as a power generator during regeneration. The generator 4 functions as a motor (starter) when the engine 2 is started, and generates electric power by engine power when the engine 2 is operated. Inverters (not shown) for converting a direct current and an alternating current are provided around (or inside) the motor 3 and the generator 4, respectively. The respective rotation speeds of the motor 3 and the generator 4 are controlled by controlling the inverter. The control device 5 controls the operating states of the motor 3, the generator 4, and the inverters.
The motor 3 of the present embodiment is formed in a cylindrical shape having a rotation shaft 3a as a center axis, and the motor 3 is fixed to the left side surface of the transaxle 1 with its bottom surface facing the transaxle 1 side. The generator 4 of the present embodiment is formed in a cylindrical shape having the rotation shaft 4a as the center axis, and the generator 4 is fixed to the left side surface of the transaxle 1 in a posture in which the bottom surface thereof faces the transaxle 1 side, as in the case of the motor 3. Fig. 2 is a side view of the power train 7 from the left side. The power train 7 is configured to include the engine 2, the motor 3, the generator 4, and the transaxle 1. In fig. 2, the engine 2 is omitted.
The vehicle 10 is provided with a control device 5 that comprehensively controls various devices mounted on the vehicle 10. Further, the vehicle 10 is provided with: an accelerator opening degree sensor 41 (accelerator opening degree detecting unit) that detects a depression operation amount (accelerator opening degree) of an accelerator pedal; a wheel speed sensor 42 that detects the rotational speed of the wheel; a motor rotation speed sensor 43 that detects the rotation speed of the motor 3; and a generator rotational speed sensor 44 that detects the rotational speed of the generator 4. The information detected by the sensors 41 to 44 is transmitted to the control device 5.
The control device 5 is, for example, an electronic control device configured as an L SI device or an embedded electronic device in which a microprocessor, a ROM, a RAM, and the like are integrated, and comprehensively controls various devices mounted on the vehicle 10. the control device 5 of the present embodiment selects a travel mode in accordance with a driver's demand output or the like, controls various devices (for example, the engine 2 and the motor 3) in accordance with the selected travel mode, and controls the clutch states of the clutches 20 and 30 in the transaxle 1.
[2. drive axle ]
Fig. 3 is a frame diagram of a power train 7 including a transaxle 1 according to the present embodiment. As shown in fig. 2 and 3, the transaxle 1 is provided with six shafts 11 to 16 arranged in parallel with each other. Hereinafter, the rotating shaft coaxially connected to the crankshaft 2a is referred to as an input shaft 11.
Similarly, the rotary shafts coaxially connected to the drive shaft 9, the rotary shaft 3a of the motor 3, and the rotary shaft 4a of the generator 4 are referred to as an output shaft 12, a motor shaft 13, and a generator shaft 14. The rotating shaft disposed on the power transmission path between the input shaft 11 and the output shaft 12 is referred to as a first intermediate shaft 15, and the rotating shaft disposed on the power transmission path between the motor shaft 13 and the output shaft 12 is referred to as a second intermediate shaft 16. Both end portions of the six shafts 11 to 16 are supported by the housing 1C through bearing shafts, not shown. Further, openings are formed in side surfaces of the housing 1C positioned on the respective shafts of the input shaft 11, the output shaft 12, the motor shaft 13, and the generator shaft 14, and the crankshaft 2a, the drive shaft 9, the rotary shaft 3a, and the rotary shaft 4a positioned outside the housing 1C are connected thereto.
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. The first path 51 and the second path 52 are power transmission paths for driving, and the third path 53 is a power transmission path for generating power.
The first path 51 (first power transmission path) is a path involved in power transmission from the motor 3 to the drive wheels 8, and carries power transmission of the motor 3. The first path 51 is provided with: a motor shaft 13 (first shaft) to which power is transmitted by rotating in synchronization with the motor 3, and a second intermediate shaft 16 (second shaft) to which power of the motor shaft 13 is transmitted are interposed in the middle of the first path 51 with a first dog clutch 20 (meshing clutch) described later for turning on and off the power transmission.
The second path 52 (second power transmission path) is a path involved in power transmission from the engine 2 to the drive wheels 8, and carries transmission of power during operation of the engine 2. On the second path 52, there are provided: an input shaft 11 (first shaft) to which power is transmitted by rotating in synchronization with the generator 4 and a first intermediate shaft 15 (second shaft) to which power of the input shaft 11 is transmitted are interposed in a second path 52 with a second dog clutch 30 (meshing clutch) described later that performs on and off and high-low switching of the power transmission.
The third path 53 (third power transmission path) is a path involved in power transmission from the engine 2 to the generator 4, and carries 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 the transaxle 1 will be described in detail with reference to fig. 3. In the following description, the "fixed gear" refers to a gear that is provided integrally with the shaft and that rotates synchronously with the shaft (cannot rotate relatively). Further, "idler gear" means a gear that is pivotally supported so as to be relatively rotatable with respect to a shaft.
The input shaft 11 is provided with a fixed gear 11a, a high-side second dog clutch 30 (hereinafter referred to as "high-side dog clutch 30H"), an idler gear (ギヤ)11H, and a fixed gear 11L in this order from the side close to the engine 2, and the first intermediate shaft 15 is provided with a fixed gear 15a, a fixed gear 15H, an idler gear 15L, and a low-side second dog clutch 30 (hereinafter referred to as "low-side dog clutch 30L") in this order from the side close to the engine 2, that is, the second path 52 is provided with a high-side dog clutch 30H and a low-side dog clutch 30L which are independent of each other, and serves as the second dog clutch 30.
The fixed gear 11a of the input shaft 11 and the fixed gear 14a provided on the generator shaft 14 are always meshed. That is, the input shaft 11 and the generator shaft 14 are connected by two fixed gears 11a and 14a, and power can be transmitted between the engine 2 and the generator 4. In addition, the fixed gear 15a of the first intermediate shaft 15 and the ring gear 18a of the differential 18 provided to the output shaft 12 are always meshed.
Idler gear 11H and fixed gear 11L provided on input shaft 11 have different numbers of teeth from each other and are always meshed with fixed gear 15H and idler gear 15L provided on first countershaft 15. in addition, fixed gear 15H and idler gear 15L of first countershaft 15 also have different numbers of teeth from each other in the present embodiment, idler gear 11H has more teeth than fixed gear 11L, idler gear 11H is meshed with fixed gear 15H having a smaller number of teeth to form a high gear position, and conversely, fixed gear 11L having a smaller number of teeth is meshed with idler gear 15L having a larger number of teeth to form a low gear position.
The idle gear 11H disposed coaxially adjacent to the high-side dog clutch 30H has a dog gear 11d (engaged gear) integrally provided on the right side of a tooth surface portion meshing with the fixed gear 15H of the first intermediate shaft 15, and the idle gear 15L disposed coaxially adjacent to the low-side dog clutch 30L has a dog gear 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, and a dog tooth 11t is provided at a tip end portion (radially outer end portion) of the dog gear 11d, and a dog tooth (not shown) similar to the dog tooth 11t is also provided at a tip end portion of the dog gear 15 d.
The high-side dog clutch 30H and the low-side dog clutch 30L are both provided on the second path 52, and are engaged clutches that control the clutch state of the power of the engine 2 and switch between the high gear and the low gear without a synchronizing mechanism, in the present embodiment, when the running mode is the parallel mode, one of the high-side dog clutch 30H and the low-side dog clutch 30L is engaged and the other is disengaged, and further, which of the engaged clutches 30H, 30L is determined based on the running state of the vehicle 10, the required output, and the like.
The high-side dog clutch 30H includes: a hub 31H fixed to the input shaft 11; and an annular sleeve 32H coupled to the hub 31H (input shaft 11) so as to be relatively non-rotatable with respect to the hub 31H and slidable in the axial direction. The sleeve 32H is slidably moved in the axial direction by an actuator (not shown) (e.g., a servo motor) controlled by the control device 5. A stroke sensor 45a (a movement detecting unit) for detecting a movement amount (stroke amount) of the sleeve 32H is provided in the vicinity thereof. Further, spline teeth 32t that mesh with the claw teeth 11t of the claw gear 11d are provided on the radial inner side of the sleeve 32H.
The sleeve 32H is meshed (engaged) with the pawl-type gear 11d by the spline teeth 32t meshing with the pawl-type teeth 11 t. In this state, the driving force from the engine 2 is transmitted to the output shaft 12 through the high-side gear pair 11H, 15H. Conversely, when the spline teeth 32t of the sleeve 32H and the dog teeth 11t of the dog gear 11d are separated, the idle gear 11H is in an idle state, and the high-side power transmission in the second path 52 is interrupted.
Similarly, the low side dog clutch 30L includes a hub 31L fixed to the first intermediate shaft 15, and an annular sleeve 32L 0 slidably in the axial direction and coupled to the hub 31L 1 (first intermediate shaft 15) so as not to be relatively rotatable with respect to the hub 31L 2, the sleeve 32L is also slidably moved in the axial direction by an actuator (not shown) controlled by the control device 5, and a movement amount (stroke amount) of the sleeve 32L is detected by a stroke sensor 45b (movement detecting portion), spline teeth (not shown) that mesh with the dog teeth of the dog gear 15d are provided on the radially inner side of the sleeve 32L, the sleeve 32L meshes (engages) with the dog teeth of the dog gear 15d by the spline teeth, and in this state, the driving force from the engine 2 is transmitted to the output shaft 12 by the pair of low side gears 11L and 15L, and conversely, when the spline teeth of the sleeve 32L and the dog teeth of the dog gear 15d are separated, the low side dog clutch 15 is in an idle rotation state 15L, and the idle rotation state is disconnected in which the low side power is transmitted to the idle rotation state 3952.
On the second intermediate shaft 16, a first dog clutch 20, an idle gear 16M, a parking gear 19, and a fixed gear 16a are provided in this order from the side close to the engine 2. The fixed gear 16a is always meshed with the ring gear 18a of the differential 18. The parking gear 19 is a component constituting a parking lock device, and is engaged with a parking wedge (not shown) to prohibit rotation of the second intermediate shaft 16 (i.e., the output shaft 12) if the P range is selected by the driver.
The idle gear 16M has a larger number of teeth than the fixed gear 13a provided on the motor shaft 13, and is always meshed with the fixed gear 13 a. The idle gear 16M has a claw gear 16d integrally provided on the right side of the tooth surface portion meshing with the fixed gear 13 a. The claw gear 16d has claw-shaped teeth (not shown) at its distal end portion, similar to the claw-shaped teeth 11t of the claw gear 11 d.
The first dog clutch 20 has: a hub 21 fixed to the second intermediate shaft 16; and an annular sleeve 22 coupled to the hub 21 (second intermediate shaft 16) so as to be relatively non-rotatable with respect to the hub 21 and slidable in the axial direction. The sleeve 22 is also slidably moved in the axial direction by an actuator (not shown) controlled by the control device 5, and the amount of movement (stroke amount) of the sleeve 22 is detected by a stroke sensor 45c (movement detecting unit). Spline teeth (not shown) similar to the spline teeth 32t of the sleeve 32H are provided on the radially inner side of the sleeve 22. The sleeve 22 is meshed (engaged) with the dog gear 16d of the idler 16M by spline teeth of the sleeve 22 being meshed with the dog gear 16 d.
In the present embodiment, when the running mode is the parallel mode and the assist of the motor 3 is not required, the spline teeth of the sleeve 22 are separated from the dog gear 16d of the idle gear 16M, and the idle gear 16M is in the idle state, and the power transmission through the first path 51 is disconnected. Conversely, when the travel mode is the EV mode or the series mode or when the travel mode is the parallel mode and the motor assist is required, the sleeve 22 is engaged with the dog gear 16d, and the driving force from the motor 3 is transmitted to the output shaft 12. In the present embodiment, the sleeve 22 is engaged with the dog gear 16d when the motor 3 is operated (in an on state), and the sleeve 22 is controlled to be in the neutral position when the motor 3 is stopped (in an off state). The "neutral position" referred to herein is a position where the sleeve and the dog gear are separated from each other, and is, for example, a predetermined range including a position (0-point position) that becomes a reference when the sleeve is moved by the actuator.
[3. control constitution ]
In the transaxle 1, the clutch states of the three dog clutches 20, 30H, and 30L are controlled according to the selected travel mode, as described above, in the present embodiment, all of the selection of the travel mode, the clutch states of the dog clutches 20, 30H, and 30L, and the operating states of the engine 2, the motor 3, and the like are controlled by the control device 5, and the control (hereinafter, referred to as "clutch engagement control") for engaging the dog clutches 20, 30H, and 30L among these controls will be described in detail.
The clutch engagement control is performed for at least one of the three dog clutches 20, 30H, 30L while the vehicle 10 is traveling, and since the same control is performed for all the dog clutches 20, 30H, 30L in the present embodiment, the high-side dog clutch 30H will be described as an example in the following description, as shown in fig. 4 (a) to (d), and when the high-side dog clutch 30H is disengaged, the sleeve 32H is in a neutral position (neutral state), as shown in fig. 4 (a).
The control device 5 includes a rotation control unit 5A, a sleeve control unit 5B, a determination unit 5C, an acquisition unit 5D, and a drive control unit 5E as components for performing clutch engagement control. These components exhibit the functions of a part of the program executed by the control device 5 and are implemented by software. However, a part or all of the functions may be realized by hardware (electronic circuit), or may be realized by a combination of software and hardware.
If it is necessary to engage the high-side dog clutch 30H during running of the vehicle 10, the rotation control portion 5A controls the generator 4 to match the rotation of the sleeve 32H with the rotation of the dog gear 11 d. Here, "matching" means not only completely matching (i.e., synchronizing) but also bringing the rotations close to each other and converging them within a predetermined rotation speed range Δ Np. The rotation control unit 5A of the present embodiment determines whether to synchronize or converge the rotations with each other within the rotation speed range Δ Np (to make the rotation speed deviation equal to or smaller than a predetermined value) based on the accelerator opening AP detected by the accelerator opening sensor 41.
Specifically, when the accelerator opening AP is smaller than the predetermined opening AP, the control device 5 synchronizes the rotation of the sleeve 32H with the rotation of the dog gear 11 d. In this way, quiet clutch engagement is achieved with a low required output. On the other hand, when the accelerator opening AP is equal to or greater than the predetermined opening AP, the controller 5 makes the difference Δ N (Δ N — Nd) between the rotation speed of the sleeve 32H (hereinafter referred to as "sleeve rotation speed Ns") and the rotation speed of the dog gear 11d (hereinafter referred to as "dog gear rotation speed Nd") fall within the predetermined rotation speed range Δ Np. As a result, rapid clutch engagement is achieved when the required output is large.
The rotation speed range Δ Np is a range centered on 0, and the absolute values of the upper limit value (positive value) and the lower limit value (negative value) are the same. The rotation speed range Δ Np may be a fixed value set in advance, or may be a variable value according to a vehicle speed (wheel speed), for example. When the rotation speed range Δ Np is set to a variable value, for example, the rotation control unit 5A may set the rotation speed range Δ Np to be wider as the vehicle speed is higher. Since the higher the vehicle speed, the easier the teeth-to-teeth engagement, the higher the vehicle speed, the wider the rotation speed range Δ Np, and the earlier the clutch engagement.
The predetermined opening degree apps is a predetermined value that is a threshold value for determining which of the quietness and the responsiveness is prioritized during clutch engagement, and the control device 5 determines whether or not each dog clutch 20, 30H, 30L needs to be engaged based on the running state of the vehicle 10, the required torque, and the like, and transmits the type of the dog clutch 20, 30H, 30L determined as "required" to the rotation control section 5A.
When the high-side dog clutch 30H is engaged, the rotation control unit 5A controls (adjusts) the torque of the generator 4 so that the rotation of the sleeve 32H matches the rotation of the dog gear 11d, and conversely, when the low-side dog clutch 30L is engaged, controls (adjusts) the torque of the generator 4 so that the rotation of the dog gear 15d matches the rotation of the sleeve 32L (matches the rotations of both of them), and when the first dog clutch 20 is engaged, controls (adjusts) the torque of the motor 3 so that the rotation of the dog gear 16d matches the rotation of the sleeve 22 (matches the rotations of both of them).
During the control of the rotation control section 5A, that is, when the torque of the generator 4 is adjusted so that the rotation of the sleeve 32H matches the rotation of the dog gear 11d, the sleeve control section 5B controls the actuator so that the sleeve 32H is slidably moved in the direction toward and away from the dog gear 11 d. Hereinafter, a direction in which the clutch is engaged (for example, a direction in which the sleeve 32H faces the dog gear 11d) is referred to as a "first direction", and a direction opposite to the first direction (i.e., a direction in which the clutch is disengaged) is referred to as a "second direction". When the sleeve 32H is moved by the sleeve control unit 5B, the stroke sensor 45a detects the movement amount D, and the detected information (movement amount D) is transmitted to the control device 5.
As shown in fig. 4 (C), when the moving amount D is smaller than the predetermined amount Dp set in advance, the determination unit 5C determines that there is a tooth hitting where the spline teeth 32t of the sleeve 32H and the claw teeth 11t of the claw gear 11D do not mesh with each other and collide with each other. On the contrary, as shown in fig. 4 (b), when the moving amount D is equal to or larger than the predetermined amount Dp, it is determined that the spline teeth 32t of the sleeve 32H are meshed with the claw teeth 11t of the claw gear 11D. That is, the determination unit 5C determines (detects) whether or not there is tooth hitting based on the movement amount D of the sleeve 32H. The predetermined amount Dp is set to a value that can discriminate engagement and tooth punching of the sleeve 32H. When determining that the tooth hitting has occurred, the determination unit 5C transmits the determination result to the rotation control unit 5A and the sleeve control unit 5B.
When the determination result is transmitted from the determination unit 5C to the sleeve control unit 5B, that is, when the gear rattling shown in fig. 4 (C) occurs, the sleeve control unit 5B moves the sleeve 32H in the second direction to avoid the contact of the sleeve 32H with the dog gear 11d as shown in fig. 4 (d), and then moves the sleeve 32H in the first direction again. In this way, the teeth (the spline teeth 32t and the claw teeth 11t) of each other are prevented from damaging each other by temporarily avoiding contact. Further, by temporarily separating the sleeve 32H from the dog gear 11d, there is a possibility that the rotation of the output shaft 12 side (dog gear 11d) changes during this period, and by meshing the sleeve 32H again, engagement can be made without generating tooth hitting.
In addition, in order to reliably avoid gear rattling regardless of the possibility of the rotation of the output shaft 12 side changing, the generator 4 may be driven to actively change the rotation of the input shaft 11. Specifically, when the sleeve 32H is moved in the second direction by the sleeve control unit 5B, the rotation control unit 5A controls the generator 4 so that the difference Δ N between the sleeve rotation speed Ns and the dog gear rotation speed Nd becomes large, and then controls the generator 4 again so that the rotations thereof match. The rotation control unit 5A shifts the phase of the sleeve 32H and the dog gear 11d by applying torque to the generator 4, for example, so that the rotation of the sleeve 32H that rotates integrally with the input shaft 11 is higher than the rotation of the dog gear 11d, and actively avoids gear rattling by controlling the torque of the generator 4 again so that the rotation of the sleeve 32H matches the rotation of the dog gear 11 d.
The sleeve rotation speed Ns of the sleeve 32H and the dog gear rotation speed Nd. of the dog gear 15d are determined based on the rotation speed of the generator 4 detected by the generator rotation speed sensor 44, the dog gear rotation speed Nd of the dog gear 11d and the sleeve rotation speed Ns. of the sleeve 32L are determined based on the rotation speed of the wheel (output shaft 12) detected by the wheel speed sensor 42, the sleeve rotation speed Ns of the sleeve 22 of the first dog clutch 20 is determined based on the rotation speed of the wheel (output shaft 12), and the dog gear rotation speed Nd of the dog gear 16d is determined based on the rotation speed of the motor 3 detected by the motor rotation speed sensor 43.
The obtaining unit 5D obtains (calculates) an accelerator opening speed, which is a rate of change of the accelerator opening AP detected by the accelerator opening sensor 41, and the drive control unit 5E controls the drive source (the engine 2 and the motor 3 in the present embodiment) of the vehicle 10 based on the accelerator operation. In the case where a strong acceleration demand from the driver is detected during the execution of the clutch engagement control, the acquiring section 5D and the drive control section 5E give priority to the shift (switching of the clutch) over the acceleration demand. Specifically, if the accelerator opening speed acquired by the acquisition unit 5D is equal to or higher than a predetermined value during the control of the sleeve control unit 5B, the drive control unit 5E waits until the spline teeth 32t of the sleeve 32 mesh with the claw teeth 11t of the claw gear 11D.
That is, even if the accelerator pedal is strongly depressed while the rotation control unit 5A performs the matching control and the movement of the sleeve 32H is being performed, the control of the drive source (the engine 2, the motor 3) for accelerating the vehicle 10 is made to stand by until the clutch engagement is completed. This prevents vibration and noise from being generated due to a large difference between the rotation of the output shaft 12 (the dog gear 11d) and the rotation of the input shaft 11 (the sleeve 32H).
[4. flow chart ]
Fig. 5 is a flow chart for explaining the contents of the clutch engagement control described above, which is executed by the control device 5 when the vehicle 10 is running and when it is necessary to switch the clutch, and which is executed when any one of the dog clutches 20, 30H, and 30L is engaged, so that the reference numerals for the sleeve and the dog gear are omitted for explanation.
In step S1, the accelerator opening AP is acquired from the accelerator opening sensor 41, and in step S2, it is determined whether the accelerator opening AP is equal to or greater than a predetermined opening AP. When AP < apps, that is, when the required output is small, the process proceeds to step S3, the torque of the rotating electrical machine is controlled so that the rotation of the sleeve matches the rotation of the dog gear, and the sleeve rotation speed Ns and the dog gear rotation speed Nd are acquired (step S4). In step S5, it is determined whether or not the rotation speed difference Δ N is 0, and if the rotation speed difference Δ N is not 0, the process returns to step S3, and the processes in steps S3 to S5 are repeated.
If it is determined in step S5 that the rotation speed difference Δ N is 0, that is, during rotation synchronization, the sleeve is moved in the first direction (step S6), and it is then determined whether or not the accelerator operation is performed (step S7). Specifically, in step S7, the accelerator opening speed is acquired and compared with a predetermined value, and if the accelerator opening speed is equal to or greater than the predetermined value, it is determined that there is a sudden accelerator operation. In this case, the torque of the drive source is increased to a standby state in step S8. On the other hand, if there is no accelerator operation, the process skips step S8 and proceeds to step S9.
In step S9, a movement amount D of the sleeve in the first direction is acquired, and it is determined whether or not the movement amount D is equal to or greater than a predetermined amount Dp (step S10). If D ≧ Dp, the sleeve and the pawl gear are in an engaged state, thus ending the present flow. On the other hand, if D < Dp, tooth hitting is generated, and therefore the sleeve is moved in the second direction (step S11), the rotating electrical machine is controlled to make the rotational speed difference Δ N (step S12). That is, when the gear rattling occurs, the sleeve is temporarily separated from the pawl gear, and the rotation is asynchronous. Then, the process returns to step S3, and the rotating electric machine is controlled again to synchronize the rotation.
If AP ≧ APp in step S2, that is, if the required output is large, the process proceeds to step S13, where the torque of the rotating electrical machine is controlled so that the rotation of the sleeve matches the rotation of the dog gear. In step S14, the sleeve rotation speed Ns and the dog gear rotation speed Nd are acquired, and in step S15, it is determined whether or not the rotation speed difference Δ N falls within the rotation speed range Δ Np. If Δ N is equal to or greater than Δ Np, the process returns to step S13 and the processes of steps S13 to S15 are repeated.
When it is determined in step S15 that Δ N < Δ Np, that is, when the rotations of the sleeves are close to each other to some extent, the sleeve is moved in the first direction (step S16), then, similarly to step S7, it is determined whether or not there is a sudden accelerator operation (step S17), and if there is a sudden accelerator operation, the torque of the drive source is increased to a standby state in step S18. On the other hand, if there is no accelerator operation, step S18 is skipped and the flow ends.
That is, in the present flowchart, when the sleeve is engaged in a state where the rotation speed difference Δ N is present, it is determined that the gear rattling is not substantially generated, and the flow is ended without detecting the movement amount D. When the process proceeds from step S2 to step S13, the same process as that of steps S9 to S12 described above may be performed. When the process proceeds from step S2 to step S13, steps S17 and S18 may be omitted.
[5. action and Effect ]
(1) In the control device 5, when the dog clutches 20, 30 are switched from the disengaged state to the engaged state during the travel of the vehicle 10, the collision (so-called tooth hitting) between the teeth of the sleeves 22, 32H, 32L and the teeth of the dog gears 16D, 11D, 15D can be detected based on the movement amount D of the sleeves 22, 32H, 32L, and therefore damage to these teeth can be avoided, and damage to the dog clutches 20, 30 due to tooth hitting can be suppressed.
(2) In the control device 5, when the gear rattling occurs, the sleeve 22, 32H, 32L is once separated from the dog gear 16d, 11d, 15d and then moved again in the first direction, whereby the gear rattling can be avoided and the clutch engagement can be completed.
(3) In particular, when the rotation speed difference Δ N is increased when the sleeve 22, 32H, 32L is moved in the second direction, it is possible to reliably avoid gear rattling without depending on the change in rotation on the output shaft 12 side, that is, it is possible to shift the phase of the sleeve 22, 32H, 32L and the dog gear 16d, 11d, 15d by intentionally shifting the rotation that has been once matched, and then, by again executing the control for matching the rotation and moving the sleeve 22, 32H, 32L in the first direction, it is possible to quietly complete the clutch engagement.
(4) In the control device 5, when the accelerator opening AP is small, the rotation is synchronized and then the sleeves 22, 32H, 32L are engaged with the dog gears 16d, 11d, 15 d.
(5) On the other hand, when the accelerator opening degree AP is large, the sleeve 22, 32H, 32L is engaged with the dog gear 16d, 11d, 15d in a state where the rotation speed difference Δ N is present, so that the rotation speed difference Δ N is controlled to be within the predetermined rotation speed range Δ Np.
(6) Further, when the rotation speed range Δ Np is set to be wider as the vehicle speed is higher, the clutch engagement can be completed early.
(7) In the control device 5, when the rapid accelerator operation is performed while the sleeve 22, 32H, 32L is being moved in the first direction, the clutch engagement is prioritized by waiting for acceleration based on the accelerator operation, and therefore, the clutch engagement can be completed quickly without a large shift in rotation during the movement of the sleeve 22, 32H, 32L in the first direction, and the occurrence of vibration and noise can be suppressed.
(8) The control device 5 performs clutch engagement control on the first dog clutch 20 provided on the first path 51 and the second dog clutch 30 provided on the second path 52, respectively. In other words, the travel using only the power of the motor 3 (EV mode, series mode) and the travel using the power of the motor 3 as an assist (parallel mode) are switched by the dog clutches 20, 30 having no synchronizing mechanism, and therefore, the size and space saving can be achieved. Further, since the clutch mechanism using the hydraulic pressure is not used, an oil pump is not required, and the drag loss can be reduced, and therefore, the efficiency can be expected to be improved.
In the transaxle 1, the first dog clutch 20 is provided on the first path 51, and the motor 3 can be separated from the output shaft 12 by disengaging the first dog clutch 20 when the motor 3 is not required to assist the vehicle in the parallel mode. This can avoid the motor 3 from being involved in rotation (connection れ back to り), and can reduce power consumption and reduce loss.
(9) Further, in the transaxle 1, the second dog clutch 30 is provided on the second path 52, and the high gear and the low gear are switched depending on the running state, the required output, and the like when running in the parallel mode, that is, in the parallel mode, the power of the engine 2 can be transmitted (output) while being switched to two stages, so that the running mode can be increased, the driving feeling and the fuel consumption can be improved, and the vehicle quality can be improved, and further, in the transaxle 1, the high side dog clutch 30H and the low side dog clutch 30L provided as the second dog clutches 30 independently of each other can be rotationally adjusted by one rotating electric machine (i.e., the generator 4).
Further, in the vehicle 10, since the power of the engine 2 and the power of the motor 3 can be output independently, the torque loss at the time of high-low switching can be compensated for by the power of the motor 3, and thereby, the necessity of making high-low switching urgently can be reduced, and the configuration of the second dog clutch 30 can be simplified.
[6. other ]
The contents of the above clutch engagement control are an example, and are not limited to the above. For example, the sleeve rotation speed Ns may be always synchronized with the dog gear rotation speed Nd regardless of the accelerator opening AP. Alternatively, the rotation speed difference Δ N may be always made to fall within the rotation speed range Δ Np regardless of the accelerator opening AP. In the former configuration, quiet clutch engagement can be achieved, and in the latter configuration, clutch engagement can be completed early.
Further, when the accelerator pedal is depressed rapidly during engagement of the clutch, the driver's demand may be prioritized. That is, the control of matching the rotations may be executed again after temporarily interrupting the clutch engagement to increase the output. With this configuration, the driver's demand can be quickly responded to, and the driving feeling can be improved.
When it is determined that the tooth hitting has occurred, the sleeves 22, 32H, and 32L may be moved to such an extent that a slight gap is formed between the sleeves 22, 32H, and 32L and the pawl gears 16d, 11d, and 15 d.
The transaxle 1 is an example, and the configuration thereof is not limited to the above. For example, in the transaxle 1, the second dog clutch 30 is provided on the input shaft 11 and the first intermediate shaft 15, respectively, but one second dog clutch may be provided on one of the shafts 11, 15. For example, a high-side dog gear may be disposed on one side of the second dog clutch provided on the input shaft 11 in the axial direction, a low-side dog gear may be disposed on the other side, and a sleeve of the second dog clutch may be provided to selectively mesh with both dog gears. Even in the transaxle having such a configuration, the clutch engagement control can be applied. 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 relative positions. The arrangement of the six shafts 11 to 16 in the transaxle 1 may be set according to these relative positions. 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 arrangement.
The transaxle 1 has a high gear position and a low gear position and is switched by the second dog clutch 30, but the clutch engagement control may be applied to an engagement clutch used in a transmission other than a two-gear switching transaxle. That is, the above clutch engagement control is not limited to the transaxle, and can be applied to any engaged clutch.
Description of the reference numerals
1 transaxle, 2 engine, 3 motor (electric motor, one rotating electric machine), 4 generator (electric generator, another rotating electric machine), 5 control device (clutch control device), 5A rotation control unit, 5B sleeve control unit, 5C determination unit, 5D acquisition unit, 5E drive control unit, 8 drive wheels, 10 vehicle, 11 input shaft (first shaft), 11D dog gear (engaged gear), 13 motor shaft (first shaft), 15 first intermediate shaft (second shaft), 15D dog gear (engaged gear), 16 second intermediate shaft (second shaft), 16D dog gear (engaged gear), 20 first dog clutch (engaged clutch), 22 sleeve, 30 second dog clutch (engaged clutch), 30H high side dog clutch (engaged clutch), 30 low side dog clutch (engaged clutch), 32H, 32 sleeve, 41 accelerator opening degree sensor (accelerator opening degree detection unit), 45A, 45B, 45C stroke sensor (movement detection unit), first path (first path 51), second path (engaging clutch) engaging clutch, 32H, 32 sleeve, 41 accelerator opening degree detection unit), 45A second path (engaging clutch opening degree detection unit), 52N path (power transmission path), a predetermined amount of rotation speed, a predetermined amount of rotation, and a range (AP) of rotation speed.
The claims (modification according to treaty clause 19)
1. A clutch control device for a vehicle including an engagement clutch that turns on and off power transmission between a first shaft to which power is transmitted by rotating in synchronization with at least one rotating electrical machine and a second shaft to which power of the first shaft is transmitted, the engagement clutch being characterized in that the clutch control device is configured to control the transmission of power between the first shaft and the second shaft,
the engagement clutch is provided with: a sleeve that is provided so as to rotate synchronously with one of the first shaft and the second shaft and is movable in an axial direction; and an engaged gear provided so as to be relatively rotatable with respect to the other of the first shaft and the second shaft,
the clutch control device includes:
a rotation control unit that controls the rotating electrical machine so that rotation of the sleeve matches rotation of the engaged gear during traveling of the vehicle with the engagement clutch in a disengaged state, and ends control of the rotating electrical machine when the engagement clutch is engaged;
a sleeve control portion that moves the sleeve in a first direction to engage with the engaged gear in a control process of the rotation control portion;
a movement detection unit that detects a movement amount of the sleeve; and
and a determination unit that determines that tooth hitting occurs when the sleeve and the engaged gear collide without meshing with each other when the amount of movement is smaller than a predetermined amount set in advance.
2. The clutch control apparatus according to claim 1,
when the determination unit determines that the tooth hitting has occurred, the sleeve control unit moves the sleeve in a second direction opposite to the first direction, and then moves the sleeve in the first direction again.
3. The clutch control apparatus according to claim 2,
when the sleeve is moved in the second direction by the sleeve control unit, the rotation control unit controls the rotating electric machine so that the difference between the rotational speed of the sleeve and the rotational speed of the engaged gear becomes large, and then controls the rotating electric machine again so that the rotation of the sleeve matches the rotation of the engaged gear.
4. A clutch control apparatus according to any one of claims 1 to 3,
an accelerator opening degree detecting section that detects an accelerator opening degree is provided in the vehicle,
when the accelerator opening degree is smaller than a predetermined opening degree, the rotation control section synchronizes rotation of the sleeve with rotation of the engaged gear, thereby executing the matched control.
5. The clutch control apparatus according to claim 4,
when the accelerator opening is equal to or greater than the predetermined opening, the rotation control unit controls the rotating electrical machine so that a difference between the rotational speed of the sleeve and the rotational speed of the engaged gear falls within a predetermined rotational speed range, thereby executing the matching control.
6. The clutch control apparatus according to claim 5,
the rotation control unit sets the rotation speed range to be wider as the vehicle speed is higher.
7. The clutch control device according to any one of claims 1 to 6, characterized by comprising:
an acquisition unit that acquires an accelerator opening speed; and
a drive control section that controls a drive source of the vehicle based on an accelerator operation,
when the accelerator opening speed is equal to or higher than a predetermined value during the control of the sleeve control unit, the drive control unit waits for the control of the drive source until the sleeve engages with the engaged gear.
8. The clutch control device according to any one of claims 1 to 7,
the vehicle is a hybrid vehicle that includes two rotating electrical machines and an engine, and includes: a first power transmission path that transmits power of one of the rotating electric machines to an output shaft that drives a drive wheel of the vehicle; a second power transmission path that transmits power of the engine to the output shaft; and a third power transmission path that transmits power of the engine to the other rotating electric machine,
the engagement clutches are respectively interposed between the first power transmission path and the second power transmission path.
9. The clutch control apparatus according to claim 8,
the rotating electrical machine controlled by the rotation control section is the other rotating electrical machine,
a high-side clutch and a low-side clutch which are independent of each other are interposed as the engagement clutch in the second power transmission path,
synchronizing the high-side clutch and the low-side clutch by the other of the rotating electrical machines.

Claims (9)

1. A clutch control device for a vehicle including an engagement clutch that turns on and off power transmission between a first shaft to which power is transmitted by rotating in synchronization with at least one rotating electrical machine and a second shaft to which power of the first shaft is transmitted, the engagement clutch being characterized in that the clutch control device is configured to control the transmission of power between the first shaft and the second shaft,
the engagement clutch is provided with: a sleeve that is provided so as to rotate synchronously with one of the first shaft and the second shaft and is movable in an axial direction; and an engaged gear provided so as to be relatively rotatable with respect to the other of the first shaft and the second shaft,
the clutch control device includes:
a rotation control unit that controls the rotating electrical machine so that rotation of the sleeve matches rotation of the engaged gear during traveling of the vehicle with the engagement clutch in a disengaged state;
a sleeve control portion that moves the sleeve in a first direction to engage with the engaged gear in a control process of the rotation control portion;
a movement detection unit that detects a movement amount of the sleeve; and
and a determination unit that determines that tooth hitting occurs when the sleeve and the engaged gear collide without meshing with each other when the amount of movement is smaller than a predetermined amount set in advance.
2. The clutch control apparatus according to claim 1,
when the determination unit determines that the tooth hitting has occurred, the sleeve control unit moves the sleeve in a second direction opposite to the first direction, and then moves the sleeve in the first direction again.
3. The clutch control apparatus according to claim 2,
when the sleeve is moved in the second direction by the sleeve control unit, the rotation control unit controls the rotating electric machine so that the difference between the rotational speed of the sleeve and the rotational speed of the engaged gear becomes large, and then controls the rotating electric machine again so that the rotation of the sleeve matches the rotation of the engaged gear.
4. A clutch control apparatus according to any one of claims 1 to 3,
an accelerator opening degree detecting section that detects an accelerator opening degree is provided in the vehicle,
when the accelerator opening degree is smaller than a predetermined opening degree, the rotation control section synchronizes rotation of the sleeve with rotation of the engaged gear, thereby executing the matched control.
5. The clutch control apparatus according to claim 4,
when the accelerator opening is equal to or greater than the predetermined opening, the rotation control unit controls the rotating electrical machine so that a difference between the rotational speed of the sleeve and the rotational speed of the engaged gear falls within a predetermined rotational speed range, thereby executing the matching control.
6. The clutch control apparatus according to claim 5,
the rotation control unit sets the rotation speed range to be wider as the vehicle speed is higher.
7. The clutch control device according to any one of claims 1 to 6, characterized by comprising:
an acquisition unit that acquires an accelerator opening speed; and
a drive control section that controls a drive source of the vehicle based on an accelerator operation,
when the accelerator opening speed is equal to or higher than a predetermined value during the control of the sleeve control unit, the drive control unit waits for the control of the drive source until the sleeve engages with the engaged gear.
8. The clutch control apparatus according to claim 7,
the vehicle is a hybrid vehicle that includes two rotating electrical machines and an engine, and includes: a first power transmission path that transmits power of one of the rotating electric machines to an output shaft that drives a drive wheel of the vehicle; a second power transmission path that transmits power of the engine to the output shaft; and a third power transmission path that transmits power of the engine to the other rotating electric machine,
the engagement clutches are respectively interposed between the first power transmission path and the second power transmission path.
9. The clutch control apparatus according to claim 8,
the rotating electrical machine controlled by the rotation control section is the other rotating electrical machine,
a high-side clutch and a low-side clutch which are independent of each other are interposed as the engagement clutch in the second power transmission path,
synchronizing the high-side clutch and the low-side clutch by the other of the rotating electrical machines.
CN201880077909.3A 2017-12-04 2018-08-29 Clutch control device Pending CN111433066A (en)

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