CN115492875A

CN115492875A - Control device for vehicle drive device and control method for vehicle drive device

Info

Publication number: CN115492875A
Application number: CN202210567644.3A
Authority: CN
Inventors: 山岸亮平
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2021-06-17
Filing date: 2022-05-24
Publication date: 2022-12-20
Also published as: JP2023000144A

Abstract

The invention provides a control device of a vehicle driving device and a control method of the vehicle driving device, which can easily switch a two-way clutch by reducing the variation of the engine speed and the variation of the acceleration and deceleration compared with the prior art. A control device (4) of a vehicle drive device (100) controls an engine (1), a motor generator (2), and a transmission (3). When a torque (TQ 1) for rotating the rotating member (63) in a direction of abutting against the stay (64) is applied to the rotating member (63) in a locked state of the two-way clutch (TWC), the control device (4) controls the motor generator (2) so that a torque (TQ 2) for rotating the rotating member (63) in a direction opposite to the direction of abutting against the stay (64) is output to the rotating member (63).

Description

Control device for vehicle drive device and control method for vehicle drive device

Technical Field

The present invention relates to a control device for controlling a vehicle drive device and a control method for a vehicle drive device using the control device.

Background

Conventionally, some transmissions mounted in vehicles are provided with a bidirectional clutch that can be switched between an unlocked state (one-way rotation permitting state) in which only one-way rotation is permitted and a locked state (rotation blocking state) in which rotation in both directions is restricted. As such a bidirectional clutch, for example, a bidirectional clutch disclosed in patent document 1 is known.

The bidirectional clutch of patent document 1 includes: a pair of fixed members fixed to the transmission case; a rotating member disposed between the pair of fixed members, connected to the rotating shaft, and rotating integrally with the rotating shaft; a first stay bar, one end of which is clamped with a fixed component and can be forced by a spring to ensure that the other end is clamped with a rotating component; a second stay bar, one end of which is clamped with the rotating component and can be forced by a spring to ensure that the other end is clamped with the other fixed component; and a selector plate disposed between a fixed member and the rotary member and movable to a locking position and an opening position.

As illustrated in fig. 2 (a) of patent document 1, when the selector plate is in the closed position, the first stay is pressed by the selector plate, and the engagement of the first stay with the rotary member is prevented. At this time, the second stay is urged by the spring to engage with the other fixing member. Accordingly, the rotation member is prevented from rotating in the direction indicated by the arrow a (in the same rotational direction as the input shaft), and the rotation member is allowed to rotate in the direction indicated by the arrow B (this state is referred to as an "unlocked state (one-way rotation allowed state)").

On the other hand, as illustrated in fig. 2 (b) of patent document 1, when the selector plate is in the open position, the first stay is biased by the spring and engages with the rotary member through the opening of the selector plate. Thereby, both the rotation of the rotating member in the a direction and the rotation of the rotating member in the B direction are prevented (this state is referred to as a "locked state (rotation-preventing state)").

[ Prior art documents ]

[ patent document ]

[ patent document 1] Japanese patent laid-open publication No. 2019-182024

Disclosure of Invention

[ problems to be solved by the invention ]

In the bidirectional clutch of patent document 1, during traveling of the vehicle, a torque may be applied to the rotating member to rotate the rotating member in a direction (Reverse (RVS) direction) in which the rotating member abuts against (is caught by) the first stay in a state in which the first stay is engaged with the rotating member. Then, there are problems as follows: the first stay is restrained between the rotary member and a fixed member, thereby making it difficult to switch between the unlocked state and the locked state.

In order to solve the problem, the conventional technology is to generate an engine torque to input a torque rotating in a direction opposite to a direction of abutting against the stay (Forward (FWD) direction) to the rotating member, thereby pushing the rotating member back and forth to release the restraint of the first stay, thereby performing switching between the unlocked state and the locked state.

However, the prior art has the following problems: when the two-way clutch is switched by generating the engine torque as described above, there is a possibility that a fluctuation in the engine rotation speed due to the generation of the engine torque, a fluctuation in the acceleration/deceleration (so-called "G fluctuation") applied to the traveling vehicle, or the like occurs.

The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a control device for a vehicle drive mechanism and a control method for a vehicle drive mechanism using the control device, which can reduce fluctuations in engine speed and fluctuations in acceleration and deceleration and thereby make it easier to switch a bidirectional clutch than in the related art.

[ means for solving problems ]

(1) In order to solve the above-described problems, a control device for a vehicle drive device according to a first aspect of the present invention controls a drive source and a transmission of the vehicle drive device, the vehicle drive device including: the drive source of the vehicle; and a transmission that inputs rotation of a driving force output from the driving source and outputs the rotation to a driving wheel side, and that can shift a speed of the input rotation to a plurality of shift positions, characterized in that the vehicle driving device includes a motor generator that is disposed between the driving source and the transmission and is controllable by the control device, the transmission has a two-way clutch including: a pair of fixing members; a rotating member disposed between the fixed members and connected to an input shaft through which a rotation of a driving force output from the driving source side is input; and a stay having one end engaged with any one of the fixed members and capable of being urged toward the rotary member so that the other end is engaged with the rotary member, wherein the rotation of the rotary member is prevented by the stay being engaged with the rotary member, wherein the rotation of the rotary member is enabled by releasing the engagement between the stay and the rotary member, and wherein the control device controls the motor generator to output, to the rotary member side, a torque for rotating the rotary member in a direction opposite to a direction in which the rotary member abuts against the stay when the torque for rotating the rotary member in the direction in which the rotary member abuts against the stay is applied to the rotary member in a state in which the stay is engaged with the rotary member.

(2) In order to solve the above-described problems, a control device for a vehicle drive device according to a second aspect of the present invention controls a drive source and a transmission of the vehicle drive device, the vehicle drive device including: the drive source of the vehicle; and a transmission that inputs rotation of a driving force output from the driving source and outputs the rotation to a driving wheel side, and that can shift a speed of the input rotation to a plurality of shift positions, the control device of the vehicle driving device being characterized in that the vehicle driving device includes a motor generator that is disposed between the transmission and the driving wheel and is controllable by the control device, the transmission has a two-way clutch that includes: a pair of fixing members; a rotating member disposed between the fixed members and connected to an input shaft through which a rotation of a driving force output from the driving source side is input; and a stay having one end engaged with any one of the fixed members and capable of being urged toward the rotary member so that the other end is engaged with the rotary member, wherein the rotation of the rotary member is prevented by the stay being engaged with the rotary member, wherein the rotation of the rotary member is enabled by releasing the engagement between the stay and the rotary member, and wherein the control device controls the motor generator to output, to the drive wheel side, a torque for rotating the rotary member in a direction opposite to a direction in which the rotary member abuts against the stay when the torque for rotating the rotary member in the direction in which the rotary member abuts against the stay is applied from the drive wheel to the transmission side in a state in which the stay is engaged with the rotary member.

(3) In order to solve the above-described problems, a control method of a vehicle drive device according to a third aspect of the present invention controls a drive source and a transmission of the vehicle drive device by a control device, the vehicle drive device including: the drive source of the vehicle; and a transmission that inputs rotation of a driving force output from the driving source and outputs the rotation to a driving wheel side, and that can shift a speed of the input rotation to a plurality of shift stages, the control method of the vehicle driving device being characterized in that the vehicle driving device includes a motor generator that is disposed between the driving source and the transmission and is controllable by the control device, the transmission has a two-way clutch that includes: a pair of fixing members; a rotating member disposed between the fixed members and connected to an input shaft through which a rotation of a driving force output from the driving source side is input; and a stay having one end engaged with any one of the fixed members and capable of being urged toward the rotary member side such that the other end is engaged with the rotary member, wherein the rotation of the rotary member is prevented by the stay being engaged with the rotary member, and the rotation of the rotary member is enabled by releasing the engagement of the stay with the rotary member, the control method comprising the steps of: detecting, by the control device, that a torque that rotates the rotating member in a direction abutting against the stay is applied to the rotating member in a state where the stay is engaged with the rotating member; and when it is detected that a torque for rotating the rotating member in a direction abutting against the stay is applied to the rotating member, the control device performs control of the motor generator to output, to the rotating member side, a torque for rotating the rotating member in a direction opposite to the direction abutting against the stay.

(4) In order to solve the above-described problems, a control method of a vehicle drive device according to a fourth aspect of the present invention controls a drive source and a transmission of the vehicle drive device by a control device, the vehicle drive device including: the drive source of the vehicle; and a transmission that inputs rotation of a driving force output from the driving source and outputs the rotation to a driving wheel side, and that can shift a speed of the input rotation to a plurality of shift stages, the control method of the vehicle driving device being characterized in that the vehicle driving device includes a motor generator that is disposed between the transmission and the driving wheel and is controllable by the control device, the transmission has a two-way clutch that includes: a pair of fixing members; a rotating member disposed between the fixed members and connected to an input shaft through which a rotation of a driving force output from the driving source side is input; and a stay having one end engaged with any one of the fixed members and capable of being urged toward the rotary member side such that the other end is engaged with the rotary member, wherein the rotation of the rotary member is prevented by the stay being engaged with the rotary member, and the rotation of the rotary member is enabled by releasing the engagement of the stay with the rotary member, the control method comprising the steps of: detecting, by the control device, that a torque that rotates the rotating member in a direction abutting against the stay is applied from the drive wheel to the transmission side in a state where the stay is engaged with the rotating member; when it is detected that torque for rotating the rotary member in a direction abutting against the strut is applied from the drive wheel to the transmission side, the control device performs control of the motor generator to output, to the drive wheel side, torque for rotating the rotary member in a direction opposite to the direction abutting against the strut.

According to the present invention having the features described in (1) and (3), when a torque for rotating the rotating member in a direction of abutting (catching) the stay is applied to the rotating member in a state where the stay is engaged with the rotating member, the motor generator is controlled so that the rotating member outputs a torque for rotating the rotating member in a direction opposite to the direction of abutting the stay, and therefore, the rotating member is pushed back in a direction opposite to the direction of abutting the stay, and the binding of the stay between the rotating member and the fixed member is released. The restraint of the stay is released to enable switching between an unlocked state (one-way rotation permitting state) and a locked state (rotation preventing state) of the bidirectional clutch.

Therefore, according to the present invention, since the unlocked state and the locked state of the bidirectional clutch can be switched by releasing the restraint of the stay between the rotating member and the fixed member without inputting the engine torque as in the conventional art, the switching can be performed with the fluctuation of the engine speed and the fluctuation of the acceleration/deceleration reduced as compared with the conventional art.

Further, according to the present invention having the features as described in (2) and (4), when the torque for rotating the rotating member in the direction of abutting against the stay is applied from the drive wheel to the transmission side in the state where the stay is engaged with the rotating member, the motor generator is controlled so that the torque for rotating the rotating member in the direction opposite to the direction of abutting against the stay is output to the drive wheel side, and therefore, the torque in the direction of abutting against the stay is not applied to the rotating member and the stay is not bound between the rotating member and the fixed member. Since the binding does not occur, the switching between the unlocked state and the locked state of the bidirectional clutch can be realized.

Therefore, according to the present invention having the features of (1) to (4), since the lock-up of the stay between the rotating member and the fixed member can be released (the lock-up of the stay does not occur) without inputting the engine torque as in the conventional art, the switching between the unlocked state and the locked state of the bidirectional clutch can be realized, and therefore, the switching between the variation in the engine speed and the variation in the acceleration/deceleration can be realized as compared with the conventional art.

[ Effect of the invention ]

According to the present invention, since the switching of the bidirectional clutch can be realized with less variation in the engine speed and variation in the acceleration/deceleration compared to the conventional art, the effect of enabling the switching of the bidirectional clutch to be performed more easily than in the conventional art is obtained.

Drawings

Fig. 1 is a schematic outline view showing an embodiment 1 of a control device for a vehicle drive mechanism according to the present invention.

Fig. 2A and 2B are views schematically showing the main structure of the bidirectional clutch, fig. 2A is a view showing the bidirectional clutch in an unlocked state (one-way rotation permitting state), and fig. 2B is a view showing the bidirectional clutch in a locked state (rotation preventing state).

Fig. 3 is a flowchart showing a control method (control procedure) of the vehicle drive mechanism of the invention.

Fig. 4 is a schematic diagram showing control in embodiment 1 of the control device for a vehicle drive mechanism according to the present invention.

Fig. 5 is a schematic view showing a comparative example (conventional art).

Fig. 6 is a schematic diagram showing control in embodiment 2 of the control device for a vehicle drive mechanism according to the present invention.

[ description of symbols ]

1: engine (Driving source)

2: motor generator

3: speed variator

4: control device

5: power control unit

6: battery with a battery cell

7: hydraulic control device

10: planetary gear mechanism

11: sun wheel

12: gear ring

14: planet carrier

61. 62: fixing member

63: rotating member

64: first brace rod

65: second stay bar

66: selection board

100: vehicle drive mechanism

T: driving wheel

And (2) TWC: two-way clutch

Detailed Description

Hereinafter, embodiment 1 of a control device and a control method for a vehicle drive mechanism according to the present invention will be described with reference to fig. 1 to 5, and embodiment 2 of a control device and a control method for a vehicle drive mechanism according to the present invention will be described with reference to fig. 6.

< embodiment 1 >

Fig. 1 is a schematic outline view showing an embodiment 1 of a control device for a vehicle drive mechanism according to the present invention, fig. 2A and 2B are schematic diagrams showing a main structure of a bidirectional clutch, fig. 2A is a diagram showing an unlocked state (one-way rotation allowable state) of the bidirectional clutch, fig. 2B is a diagram showing a locked state (rotation blocked state) of the bidirectional clutch, fig. 3 is a flowchart showing a control method (control procedure) of the vehicle drive mechanism according to the present invention, fig. 4 is a schematic outline view showing control in the embodiment 1 of the control device for the vehicle drive mechanism according to the present invention, and fig. 5 is a schematic outline view showing a comparative example (conventional technique). In fig. 5, the same components as those in embodiment 1 are denoted by the same reference numerals.

The vehicle drive mechanism 100 shown in fig. 1 is mounted in a vehicle such as a hybrid vehicle or an electric vehicle as a device for driving a drive wheel (wheel) T (see fig. 4). The system includes an Engine (Engine) 1, a Motor Generator (MG) 2, a Transmission (Transmission) 3, and a control device 4 for controlling each of the Engine 1, the Motor Generator 2, and the Transmission 3. Hereinafter, a control device for vehicle drive mechanism 100 and a control method for vehicle drive mechanism 100 according to the present invention will be described while describing the respective configurations of vehicle drive mechanism 100.

First, the engine 1 will be explained.

The engine 1 shown in fig. 1 corresponds to a "drive source" described in claims, and is an internal combustion engine (e.g., a gasoline engine) as follows: the intake air supplied through the throttle valve and the fuel injected from the injector are mixed at an appropriate ratio, and ignited by an ignition plug or the like to be combusted, thereby generating rotational power. The opening degree of the throttle valve, the injection amount (injection timing, injection time) of fuel from the injector, the ignition timing, and the like are controlled by the control device 4.

The output shaft 1a of the engine 1 extends into the torque converter housing 20 between the engine 1 and the transmission 3. The torque of the output shaft 1a is transmitted to the engine intermittent clutch 24 via the damper 23 for absorbing rotational fluctuation. The engine disconnect clutch 24 includes, for example, a dry clutch capable of engaging and releasing operations based on an electric signal, and connects the engine 1 to the rotary shaft 25 when engaged and disconnects the engine 1 from the rotary shaft 25 when released. The engagement and release operations of the engine intermittent clutch 24 are controlled by the control device 4.

Next, the motor generator 2 will be explained.

The motor generator 2 illustrated in fig. 1 is disposed inside the torque converter case 20. The motor generator 2 includes a rotor 21 having a substantially cylindrical shape with a substantially cylindrical rotation shaft 2a positioned on an extension of the output shaft 1a of the engine 1 as a center, and a stator 22 disposed around the rotor 21 and having a substantially cylindrical shape, and the motor generator 2 functions as a motor and a generator.

The rotor 21 illustrated in fig. 1 is driven by Power supplied from a Battery (BAT) 6 to a coil of the stator 22 via a Power Control Unit (PCU) 5. At this time, the motor generator 2 functions as a motor. On the other hand, when the rotary shaft 2a of the rotor 21 is driven by an external force, the motor generator 2 generates electric power and stores the electric power in the battery 6 via the electric power control unit 5. At this time, the motor generator 2 functions as a generator. The power control unit 5 includes an inverter, and controls the inverter in accordance with a command from the control device 4 to control the output torque or the regenerative torque of the motor generator 2.

As illustrated in fig. 1, a power transmission path PA that transmits power from the engine 1 to the transmission 3 is formed in the torque converter housing 20. A single pinion type planetary gear mechanism 10 is interposed in the power transmission path PA. The planetary gear mechanism 10 includes a sun gear 11 (10S), a ring gear 12 (10R), a plurality of planetary gears 13 arranged in a circumferential direction, and a carrier 14, the ring gear 12 (10R) being disposed around the sun gear 11, the plurality of planetary gears 13 arranged in the circumferential direction being disposed between the sun gear 11 and the ring gear 12, and the carrier 14 (10C) rotatably and revolvably supports the planetary gears 13.

The sun gear 11 is coupled to the rotary shaft 2a of the rotor 21 and rotates integrally with the rotor 21. The ring gear 12 is coupled to the rotary shaft 25 and rotates integrally with the engine 1 in a state where the engine disconnect clutch 24 is engaged. Carrier 14 is coupled to output shaft 2b penetrating through rotation shaft 2 a. The output shaft 2b is integrally connected to an input shaft 3a of the transmission 3, and the output shaft 2b rotates integrally with the input shaft 3 a.

A direct coupling clutch 26 that couples or disconnects the rotary shaft 25 and the rotary shaft 2a is provided inside the rotor 21. The direct coupling clutch 26 includes, for example, a dry clutch capable of engaging and releasing operations based on an electric signal, and couples the rotary shaft 25 and the rotary shaft 2a when engaged. Thus, the sun gear 11 of the planetary gear mechanism 10 and the ring gear 12 rotate integrally, and the engine 1 and the motor generator 2 can be directly coupled. On the other hand, when the direct clutch 26 is released, the rotary shaft 25 and the rotary shaft 2a are disconnected from each other, and the motor generator 2 can be rotated relative to the engine 1. The engagement and release operations of the direct clutch 26 are controlled by the control device 4.

The motor generator 2 and the planetary gear mechanism 10 can appropriately change the rotation of the input shaft 3a of the transmission 3 (the rotation speed of the input shaft 3 a) transmitted via the output shaft 2b by changing the rotation speed of the motor generator 2 with respect to the engine 1 when the direct coupling clutch 26 is released. A so-called motor torque converter mechanism is configured to be able to start the vehicle by outputting a torque equal to or greater than the maximum engine torque from the carrier 14 of the planetary gear mechanism 10 even in a state where no battery is present.

Next, the transmission 3 will be explained.

The Transmission 3 illustrated in fig. 1 is an Automatic Transmission (AT) that automatically switches a shift range according to a vehicle speed and a required driving force, and includes an input shaft 3a, an output shaft 3b, and a differential mechanism 3d disposed in a Transmission case 30. The transmission 3 includes a stepped transmission mechanism 31 configured with the input shaft 3a as the center, for example, for forward six speeds and reverse one speed. The rotation of the input shaft 3a is shifted by the stepped transmission mechanism 31, and then transmitted to the left and right drive wheels T (see fig. 4) via the output shaft 3b and the differential mechanism 3d, thereby causing the vehicle to travel.

The stepped transmission mechanism 31 includes first to third planetary gear mechanisms P1 to P3, a first clutch mechanism C1, a second clutch mechanism C2, a first brake mechanism B1, a second brake mechanism B2, and a Two-way clutch (TWC) TWC, which are arranged side by side in the axial direction. The first to third planetary gear mechanisms P1 to P3 are each a single pinion type, and each has a sun gear 1S to 3S, a ring gear 1R to 3R, and a carrier 1C to 3C.

The carrier 1C of the first planetary gear mechanism P1 is coupled to the carrier 2C of the second planetary gear mechanism P2 via a rotation shaft 33, and the

carriers

1C, 2C rotate integrally with the rotation shaft 33. The sun gear 2S of the second planetary gear mechanism P2 is connected to the ring gear 3R of the third planetary gear mechanism P3, and both rotate integrally. The ring gear 1R of the first planetary gear mechanism P1 is connected to the carrier 3C of the third planetary gear mechanism P3, and both rotate integrally. The input shaft 3a is connected to the sun gear 3S of the third planetary gear mechanism P3, and both rotate integrally. The ring gear 2R of the second planetary gear mechanism P2 is integrally provided with an output gear 32, and the rotation of the stepped transmission mechanism 31 is transmitted to the output shaft 3b via the output gear 32.

The first clutch mechanism C1 is provided to be able to engage and disengage the input shaft 3a with and from the carrier 1C of the first planetary gear mechanism P1. When the first clutch mechanism C1 is engaged, the input shaft 3a rotates integrally with the carrier 1C, and when the first clutch mechanism C1 is released, the carrier 1C can rotate relative to the input shaft 3 a.

The second clutch mechanism C2 is provided to be able to engage and disengage the input shaft 3a with and from the ring gear 3R of the third planetary gear mechanism P3. When the second clutch mechanism C2 is engaged, the input shaft 3a and the ring gear 3R rotate integrally, and when the second clutch mechanism C2 is released, the ring gear 3R can rotate relative to the input shaft 3 a.

The first brake mechanism B1 is provided to be able to engage and release the sun gear 1S of the first planetary gear mechanism P1 with and from the transmission case 30. When the first brake mechanism B1 is engaged, the sun gear 1S cannot rotate, and when the first brake mechanism B1 is released, the sun gear 1S can rotate.

The second brake mechanism B2 is connected to the second clutch mechanism C2, and is provided to be able to engage and release the ring gear 3R of the third planetary gear mechanism P3 with and from the transmission case 30. When the second brake mechanism B2 is engaged, the ring gear 3R cannot rotate, and when the second brake mechanism B2 is released, the ring gear 3R can rotate.

The clutch mechanisms C1 and C2 and the brake mechanisms B1 and B2 are controlled by the hydraulic control device 7 to perform engagement operation. More specifically, the clutch mechanisms C1 and C2 and the brake mechanisms B1 and B2 each have a pair of frictional engagement elements that are relatively rotatable with respect to each other. The frictional engagement element is connected to the piston, and the pair of frictional engagement elements are brought into contact with each other and engaged by the piston being pushed by hydraulic pressure. The hydraulic control device 7 includes a control valve (e.g., a solenoid valve, an electromagnetic proportional valve, etc.) that operates in accordance with an electric signal, and controls the flow of hydraulic oil to the piston in accordance with the operation of the control valve.

The two-way clutch TWC can be switched to the locked state and the unlocked state. When the bidirectional clutch TWC is switched to the locked state, rotation of the carrier 1C of the first planetary gear mechanism P1 and rotation of the carrier 2C of the second planetary gear mechanism P2 are prevented, and when the bidirectional clutch TWC is switched to the unlocked state, rotation of the

carriers

1C and 2C in one direction (the same direction as the rotation direction of the input shaft 3 a) is allowed and rotation in the opposite direction is prevented. The bidirectional clutch TWC is configured, for example, as a strut type (ratchet type).

As illustrated in fig. 2A, 2B, the two-way clutch TWC includes: a pair of fixing

members

61, 62 fixed to the transmission case 30; a rotating member 63 disposed between the pair of fixed

members

61 and 62, connected to the rotating shaft 33 (see fig. 1), and rotating integrally with the rotating shaft 33; a first stay 64 disposed between the fixed member 61 and the rotary member 63, having one end engaged with the fixed member 61, and urged by a spring 64a so that the other end is engaged with the rotary member 63; a second stay 65 disposed between the fixed member 62 and the rotary member 63, having one end engaged with the rotary member 63, and urged by a spring 65a so that the other end is engaged with the fixed member 62; and a selector plate 66 disposed between the fixed member 61 and the rotary member 63 and movable to a locking position and an opening position.

As illustrated in fig. 2A, when the selector plate 66 is in the locked position, the first stay 64 is pressed by the selector plate 66 against the urging force of the spring 64a, and the engagement of the first stay 64 with the rotary member 63 is prevented. At this time, the second stay 65 is biased by the spring 65a and engaged with the fixed member 62. Thereby, the rotation member 63 is prevented from rotating in the direction indicated by the arrow a (in the same rotational direction as the input shaft 3 a), and rotation in the direction indicated by the arrow B is permitted. This state is an "unlocked state" (also referred to as a "unidirectional rotation allowable state").

On the other hand, as illustrated in fig. 2B, when the selector plate 66 is in the open position, the first stay 64 is engaged with the rotary member 63 through the opening of the selector plate 66 by the urging force of the spring 64 a. Thereby, the rotation of the rotating member 63 in the direction indicated by the arrow a and the rotation in the direction indicated by the arrow B are both prevented. This state is a "locked state" (also referred to as a "rotation-preventing state").

The selector plate 66 is moved to the lock position and the open position by, for example, hydraulic pressure supplied from the hydraulic control device 7 via a control valve, thereby switching the two-way clutch TWC to the locked state and the unlocked state. Further, the two-way clutch TWC may be switched to the locked state and the unlocked state by an electric actuator. The two-way clutch TWC may use various forms such as a roller type, in addition to the strut type.

The operations of the clutch mechanisms C1, C2, the brake mechanisms B1, B2, and the bidirectional clutch TWC are controlled in accordance with commands from the control device 4. The control device 4 determines a shift position in response to an operation of a shift device such as a shift lever member or a switch member provided in a driver's seat. The shift device can be switched to, for example, a forward (D) range indicating forward running, a Neutral (N) range indicating Neutral, a Reverse (R) range indicating Reverse running, a Parking (P) range indicating activation of a Parking brake, and the like. In the state where the shifter is switched to the D range, the control device 4 outputs a control signal to the control valve of the hydraulic control device 7 so that the range of the transmission 3 becomes a target range determined by the vehicle speed and the required driving force, switches engagement and release of the clutch mechanisms C1, C2 and the brake mechanisms B1, B2, and switches the two-way clutch TWC to the locked state and the unlocked state.

Next, the control device 4 will be explained.

The Control device 4 shown in fig. 1 is an Electronic Control Unit (ECU) including an arithmetic Processing Unit (CPU) having a Central Processing Unit (CPU), a Read Only Memory (ROM), a Random Access Memory (RAM), and other peripheral circuits. The control device 4 outputs control signals to control valves and the like provided in the direct coupling clutch 26, the electric power control unit 5, and the hydraulic control device 7.

Although not shown in particular, the control device 4 includes an operation detection element, a lock state detection element, and a torque detection element. The operation detecting element detects whether or not an operation to switch the two-way clutch TWC to the unlock state (one-way rotation permitting state) is performed. When the operation to switch to the unlock state is performed, the lock state detecting element detects that the bidirectional clutch TWC is in the lock state (rotation preventing state) (refer to fig. 2B). When in the locked state, the torque detecting element detects that a torque that rotates the rotating member 63 in a direction (RVS direction) that abuts against the first stay 64 (jamming) is applied to the rotating member 63. In the locked state, when a torque that rotates the rotating member 63 in a direction abutting against the first stay 64 is applied to the rotating member 63, the control device 4 executes control (see fig. 3) described later.

Next, a control method (control procedure) of the vehicle drive mechanism 100 according to the present invention will be described.

In step S101 of fig. 3, it is determined whether an operation to shift the two-way clutch TWC to the unlocked state is performed by operating the detection element. As a result, when the operation to shift the two-way clutch TWC to the unlocked state (see fig. 2A) is performed (S101: yes), the process proceeds to step S102 in fig. 3, and when the operation to shift the two-way clutch TWC to the unlocked state is not performed (S101: no), the process of S101 is repeated (S105).

In step S102 of fig. 3, it is determined by the locked state detecting element whether or not the two-way clutch TWC is in the locked state (refer to fig. 2B). As a result, when the two-way clutch TWC is in the locked state (S102: yes), the process proceeds to step S103 in fig. 3, and when the two-way clutch TWC is not in the locked state (unlocked state; see fig. 2A) (S102: no), the processes of S101 to S102 are repeated (S105).

In step S103 of fig. 3, it is determined by the torque detecting element whether or not a torque that rotates the two-way clutch TWC in a direction (a direction indicated by an arrow a illustrated in fig. 2B) that abuts against the first stay 64 (jamming) is applied to the rotating member 63. As a result, in the case where a torque that rotates the rotary member 63 in the direction abutting against the first stay 64 is applied to the rotary member 63 (S103: yes), proceeding to step S104 of fig. 3, control is performed on the motor generator 2 by the control device 4 such that a torque that rotates the rotary member 63 in the direction opposite to the direction abutting against the first stay 64 (the direction indicated by the arrow B illustrated in fig. 2B) is output to the rotary member 63 side. On the other hand, when the torque for rotating the rotating member 63 in the direction abutting against the first stay 64 is not applied to the rotating member 63 (S103: no), the processing from S101 to S103 is repeated (S105).

Next, referring to fig. 4 and 5, the control in the present embodiment is summarized.

According to the present embodiment described above, when a torque (see arrow TQ1 shown in fig. 4) that rotates the rotation member 63 in a direction of abutting against (catching) the first stay 64 is applied to the rotation member 63 in the state where the two-way clutch TWC is in the locked state (the state where the first stay 64 is engaged with the rotation member 63), if control is performed such that a torque that rotates the rotation member 63 in a direction opposite to the direction of abutting against the first stay 64 is output to the rotation member 63 side, a torque (see arrow TQ2 shown in fig. 4) that rotates the rotation member 63 in a direction opposite to the direction of abutting against the first stay 64 is output from the motor generator 2 to the rotation member 63 side. Then, the rotary member 63 is pushed back in the direction opposite to the direction of abutting against the first stay 64, and the binding of the first stay 64 between the rotary member 63 and the fixed member 61 is released. The tie-up of the first stay 64 is released so that the switching of the unlocked state and the locked state of the two-way clutch TWC is possible.

Therefore, according to the present embodiment, since the two-way clutch TWC can be switched between the unlocked state and the locked state by releasing the constraint of the first stay 64 between the rotating member 63 and the fixed member 61 without inputting the engine torque as in the related art, the switching can be performed with the fluctuation of the engine rotational speed and the fluctuation of the acceleration/deceleration reduced as compared with the related art.

In contrast, in the comparative example (prior art) illustrated in fig. 5, since the control of the present embodiment is not performed, as described in the column of "problem to be solved by the invention" in the present specification, when a torque in the direction of abutting against the first stay (see arrow TQ3 illustrated in fig. 5) is applied to the rotary member in the locked state, the first stay is bound between the rotary member and one of the fixed members, and thus it becomes difficult to switch between the unlocked state and the locked state of the bidirectional clutch.

Next, the effects of the present embodiment will be described.

As described above with reference to fig. 1 to 5, according to the present embodiment, the two-way clutch TWC can be switched with less variation in the engine speed and variation in the acceleration/deceleration than in the conventional art, and therefore, the two-way clutch TWC can be switched more easily than in the conventional art.

< embodiment 2 >

In addition to embodiment 1, the following embodiment 2 can be used in the present invention. Hereinafter, embodiment 2 will be described with reference to fig. 6.

Fig. 6 is a schematic diagram showing control in embodiment 2 of the control device for a vehicle drive mechanism according to the present invention. The same components as those in embodiment 1 are denoted by the same reference numerals, and detailed description thereof is omitted.

As shown in fig. 6, the present embodiment is different from embodiment 1 in that the motor generator 2 is disposed between the transmission 3 and the drive wheels in the vehicle drive mechanism.

Here, the control in the present embodiment is summarized with reference to fig. 6.

According to the present embodiment, when a torque (see an arrow TQ4 shown in fig. 6) for rotating the rotation member 63 in the direction of abutting against the first stay 64 is applied from the drive wheel T to the transmission 3 side in the locked state of the two-way clutch TWC, when a control is performed such that a torque for rotating the rotation member 63 in the direction opposite to the direction of abutting against the first stay 64 is output to the drive wheel T side, a torque for rotating the rotation member 63 in the direction opposite to the direction of abutting against the first stay 64 is output from the motor generator 2 to the drive wheel T side (see an arrow TQ5 shown in fig. 6). Then, a torque rotating in a direction abutting against the first stay 64 is not applied to the rotating member 63, and the first stay 64 is not restrained between the rotating member 63 and the fixed member 61. Since the binding of the first stay 64 does not occur, the switching of the unlocked state and the locked state of the two-way clutch TWC can be achieved.

Therefore, according to the present embodiment, since the two-way clutch TWC can be switched between the unlocked state and the locked state without inputting the engine torque as in the related art and without the restriction of the first stay 64, the switching can be performed with the fluctuation of the engine speed and the fluctuation of the acceleration/deceleration reduced as compared with the related art.

Next, the effects of the present embodiment will be described.

As described above with reference to fig. 6, according to the present embodiment, the same effects as those of embodiment 1 are obtained.

It is needless to say that the present invention can be variously modified within a range not changing the gist of the present invention.

Claims

1. A control device of a vehicle drive device that controls a drive source and a transmission of the vehicle drive device, the vehicle drive device comprising:

the drive source of the vehicle; and

the transmission is capable of transmitting the speed of the input rotation to a plurality of shift stages by inputting the rotation of the driving force output from the driving source and outputting the rotation to a driving wheel side,

the control device of the vehicular drive apparatus is characterized in that,

the vehicle drive device includes a motor generator that is disposed between the drive source and the transmission and is controllable by the control device,

the transmission has a bi-directional clutch, the bi-directional clutch including:

a pair of fixing members;

a rotating member disposed between the fixed members and connected to an input shaft through a rotating shaft, the input shaft being used for rotational input of a driving force output from a driving source side; and

a stay having one end engaged with any one of the fixed members and capable of being urged toward the rotating member side so that the other end is engaged with the rotating member,

and the rotation of the rotary member is prevented by the engagement of the stay with the rotary member, and the rotation of the rotary member can be realized by releasing the engagement of the stay with the rotary member,

when a torque for rotating the rotating member in a direction of abutting against the stay is applied to the rotating member in a state where the stay is engaged with the rotating member, the control device controls the motor generator to output a torque for rotating the rotating member in a direction opposite to the direction of abutting against the stay to the rotating member side.

2. A control device of a vehicle drive device that controls a drive source and a transmission of the vehicle drive device, the vehicle drive device comprising:

the drive source of the vehicle; and

the control device of the vehicular drive apparatus is characterized in that,

the vehicle drive device includes a motor generator that is disposed between the transmission and a drive wheel and is controllable by the control device,

a pair of fixing members;

when a torque for rotating the rotating member in a direction of abutting against the stay is applied from the drive wheel to the transmission side in a state where the stay is engaged with the rotating member, the control device controls the motor generator to output, to the drive wheel side, a torque for rotating the rotating member in a direction opposite to the direction of abutting against the stay.

3. A control method of a vehicle drive apparatus that controls a drive source and a transmission of the vehicle drive apparatus by a control apparatus, the vehicle drive apparatus comprising:

the drive source of the vehicle; and

the control method of the vehicular drive apparatus is characterized in that,

the transmission has a bi-directional clutch, the bi-directional clutch comprising:

a pair of fixing members;

the control method comprises the following steps:

detecting, by the control device, that a torque that rotates the rotating member in a direction abutting against the stay is applied to the rotating member in a state where the stay is engaged with the rotating member; and

when it is detected that a torque for rotating the rotating member in a direction abutting against the stay is applied to the rotating member, the control device performs control of the motor generator to output a torque for rotating the rotating member in a direction opposite to the direction abutting against the stay to the rotating member side.

4. A control method of a vehicle drive apparatus that controls a drive source and a transmission of the vehicle drive apparatus by a control apparatus, the vehicle drive apparatus comprising:

the drive source of the vehicle; and

the control method of the vehicular drive apparatus is characterized in that,

a pair of fixing members;

and the rotation of the rotating member is prevented by the engagement of the stay with the rotating member, and the rotation of the rotating member can be realized by releasing the engagement of the stay with the rotating member,

the control method comprises the following steps:

detecting, by the control device, that a torque that rotates the rotating member in a direction abutting against the stay is applied from the drive wheel to a transmission side in a state where the stay is engaged with the rotating member; and

when it is detected that torque for rotating the rotary member in a direction abutting against the strut is applied from the drive wheel to the transmission side, the control device performs control of the motor generator to output, to the drive wheel side, torque for rotating the rotary member in a direction opposite to the direction abutting against the strut.