JP2001263385A - Connection control device for electromagnetic clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To conclude the connection of an electromagnetic clutch with the lump control before the large heat is generated when the electromagnetic clutch can not be connected due to the deterioration with the lapse of time, and to appropriately set the lump grade. SOLUTION: In the case where the connection is not concluded yet when the set time TM1s is passed after a moment t1 for starting the connection control, control mode is transferred to the connection capacity lump control mode so as to increase the connection capacity (current i) of an electromagnetic clutch at the predetermined lump grade θ1, and the connection is secured even if the electromagnetic clutch is deteriorated. The set time TM1s is set shorter as the engine torque is larger so as to quickly detects the deterioration of the electromagnetic clutch. The lump grade θ1 is set higher as the transmission torque of the electromagnetic clutch is larger, and the connection progressing speed is increased when the transmission torque is large so as to restrict the slip of the electromagnetic clutch and restrict the heat generation. On the other hand, when the torque is small and easy to sense the shock, the connection progressing speed is delayed so as to prevent the generation of shock. After a moment t3 when a difference between the input and the output rotating speed of the electromagnetic clutch becomes less than a set value ΔNs showing a moment t3 just before the connection is concluded, the lump grade θ2 is set smaller than the before so as to prevent the generation of the shock just before the conclusion of connection.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling the engagement of an electromagnetic clutch whose engagement capacity can be controlled by an electromagnetic force.

[0002]

2. Description of the Related Art An electromagnetic clutch is inserted into a transmission system represented by a prime mover such as an engine or an electric motor and a transmission such as an automatic transmission or a continuously variable transmission to connect and disconnect the transmission system. However, if the coupling capacity is reduced due to the long-term use of the electromagnetic clutch, the electromagnetic force (current value) by the control up to that time will take a long time to complete the coupling, or the coupling will be completed. And deterioration occurs more and more due to heat generation and wear.

In order to solve this problem, conventionally, for example, Japanese Unexamined Patent Publication No.
As described in Japanese Patent Application Laid-Open No. 3-6226, it has been proposed to detect a high temperature state due to the above-mentioned heat generation and to perform a fastening force correction control to compensate for the decrease in the fastening capacity.

[0004]

However, if a high temperature state is detected and countermeasures are taken as in the prior art, the detection is too late, and there is a sufficient problem that the deterioration is further advanced due to heat generation and wear. There has been a demand for an electromagnetic clutch engagement control device which can not solve the problem and realizes a further sufficient problem solving.

According to the first aspect of the present invention, instead of detecting the above-mentioned heat generation and judging the deterioration with time of the electromagnetic clutch, it is possible to detect a delay in the engagement of the electromagnetic clutch or incomplete completion of the electromagnetic clutch, which is a cause of the heat generation. By judging the deterioration of the electromagnetic clutch over time, and by forcibly completing the engagement of the electromagnetic clutch before generating heat, a sufficient solution to the problem of deterioration progressing more and more due to heat generation and wear is realized. It is an object of the present invention to propose an obtained electromagnetic clutch engagement control device.

According to the second aspect of the present invention, the problem that the deterioration progresses due to heat generation and wear becomes more remarkable as the electromagnetic clutch transmission torque increases. Therefore, the larger the electromagnetic clutch transmission torque, the earlier the deterioration. It is an object of the present invention to detect a delay in engagement of the electromagnetic clutch or incomplete engagement (deterioration of the electromagnetic clutch over time) so that the operation and effect of the first invention can be more reliably achieved.

According to a third aspect of the present invention, the control for forcibly completing the engagement of the electromagnetic clutch as in the first aspect of the invention when the deterioration with time of the electromagnetic clutch is detected is performed in a vehicle speed range where the engine stops. It is an object of the present invention to propose a more realistic electromagnetic clutch engagement control device that is not performed.

According to a fourth aspect of the present invention, as described above, the engagement progress speed at the time of forcibly completing the engagement of the electromagnetic clutch is changed according to the transmission torque of the electromagnetic clutch. By increasing the speed at which the clutch engages, the generation of heat is suppressed by suppressing the slip of the electromagnetic clutch, and conversely, the occurrence of a shock is prevented by reducing the speed at which the electromagnetic clutch engages under a small torque where shock is easily felt. The purpose is to do.

According to a fifth aspect of the present invention, as described above, the engagement progress speed at the time of forcibly completing the engagement of the electromagnetic clutch is changed in accordance with the input / output rotational speed difference of the electromagnetic clutch, and a large rotational speed difference is provided. Under the condition, the speed of the electromagnetic clutch is increased to reduce the slip of the electromagnetic clutch to suppress heat generation, and conversely, the speed of the electromagnetic clutch is reduced under a small rotational speed difference where a shock is easily perceived. The purpose is to prevent the occurrence of a shock.

According to a sixth aspect of the present invention, when the vehicle is rapidly decelerated or when the anti-skid control device is activated, the wheels are locked when the electromagnetic clutch is forcibly completed. And a speed at which the electromagnetic clutch is fastened in such a manner that the braking distance does not extend.

According to a seventh aspect of the present invention, as described above, the engagement progress speed at the time of forcibly completing the engagement of the electromagnetic clutch is set such that the electromagnetic clutch slips sharply when the input rotation speed of the electromagnetic clutch is high. The purpose is to achieve a speed that does not exist.

According to an eighth aspect of the present invention, as described above, the shock is prevented from being generated by reducing the speed at which the electromagnetic clutch is forcibly completed to be engaged immediately before the completion of the electromagnetic clutch. It is intended to be.

[0013]

To achieve these objects, an electromagnetic clutch engagement control apparatus according to a first aspect of the present invention is an apparatus for controlling the engagement of an electromagnetic clutch whose engagement capacity can be controlled by an electromagnetic force. When the set time has elapsed from the start, if the fastening has not been completed yet, the fastening capacity is forcibly increased at a predetermined time change rate.

According to a second aspect of the present invention, in the first aspect of the invention, the set time is shortened in accordance with a torque to be transmitted by the electromagnetic clutch as the transmission torque increases. It is.

According to a third aspect of the present invention, there is provided an electromagnetic clutch engagement control device according to the first or second aspect, wherein the control for forcibly increasing the engagement capacity of the electromagnetic clutch at a predetermined time change ratio is performed by the electromagnetic clutch. Is executed only in a vehicle speed range equal to or higher than a set vehicle speed at which the engine at the preceding stage of the electromagnetic clutch does not stop even if the forced engagement is performed.

According to a fourth aspect of the present invention, there is provided an electromagnetic clutch engagement control device according to any one of the first to third aspects, wherein the predetermined time change ratio when the engagement capacity is forcibly increased is determined by the transmission torque of the electromagnetic clutch. It is characterized in that the higher the value, the higher the value.

According to a fifth aspect of the present invention, there is provided an electromagnetic clutch engagement control device according to any one of the first to fourth aspects, wherein the predetermined time change ratio when the engagement capacity is forcibly increased is determined by the input / output of the electromagnetic clutch. It is characterized in that the smaller the difference in rotation speed, the lower the difference.

According to a sixth aspect of the present invention, in the electromagnetic clutch engagement control apparatus according to any one of the first to fifth aspects, the predetermined time change rate when the engagement capacity is forcibly increased is determined by the time of sudden deceleration of the vehicle. Or when the anti-skid control device is activated.

According to a seventh aspect of the present invention, there is provided an electromagnetic clutch engagement control device according to any one of the first to sixth aspects, wherein the predetermined time change ratio when the engagement capacity is forcibly increased is determined by the input rotation of the electromagnetic clutch. When the speed is equal to or higher than the set speed, the speed is set to a predetermined high value.

An electromagnetic clutch engagement control device according to an eighth aspect of the present invention is the electromagnetic clutch engagement control device according to any one of the first to seventh aspects, wherein the predetermined time change ratio when the engagement capacity is forcibly increased is determined by the input / output of the electromagnetic clutch. After the time when the rotational speed difference becomes less than the set value indicating immediately before the completion of the fastening, the rate of change with time until the instant is reduced.

[0021]

According to the first aspect of the present invention, the engagement control device for the electromagnetic clutch forcibly changes the engagement capacity of the electromagnetic clutch for a predetermined time when the engagement has not been completed when the set time has elapsed from the start of the engagement control. At the same rate, and forcibly completes the engagement of the electromagnetic clutch. Therefore, the first invention does not detect the deterioration of the electromagnetic clutch over time by detecting the heat generation of the electromagnetic clutch, but detects the engagement delay or incomplete engagement of the electromagnetic clutch, which is the cause of the heat generation, and Deterioration is determined, and the electromagnetic clutch is forcibly completed before the heat is generated, thereby preventing the deterioration due to heat generation and abrasion from occurring. The fastening can be completed by compensating for the decrease in capacity.

In the second invention, the above-mentioned set time is shortened in accordance with the transmission torque of the electromagnetic clutch as the transmission torque is increased, so that the deterioration with time of the electromagnetic clutch is promptly detected as the transmission torque is increased. Becomes For this reason, in the second invention, the heat generation and abrasion due to the aging deterioration of the electromagnetic clutch are more remarkable at the time of the large transmission torque. And the effect of the first invention can be more reliably achieved.

In the third aspect of the present invention, the above control for forcibly increasing the engagement capacity of the electromagnetic clutch at a predetermined rate of change in time is performed even if the electromagnetic clutch is forcibly engaged by the control. Since it is executed only in the vehicle speed range above the set vehicle speed that does not stop, if the electromagnetic clutch is forcibly engaged as described above, the electromagnetic clutch may be forcibly engaged in the vehicle speed range where the engine stops. Thus, the above-described effects can be achieved without stopping the engine.

[0024] In the fourth aspect, the predetermined time change rate when the engagement capacity is forcibly increased is increased as the transmission torque of the electromagnetic clutch is increased. By increasing the speed, the slip of the electromagnetic clutch is suppressed to suppress heat generation, and conversely, under a small torque at which a shock is easily felt, the occurrence of a shock can be prevented by reducing the speed at which the engagement of the electromagnetic clutch is advanced. .

In the fifth invention, the predetermined time change rate when the engagement capacity is forcibly increased is made smaller as the input / output rotation speed difference of the electromagnetic clutch is smaller. By increasing the speed at which the electromagnetic clutch is engaged, the slip of the electromagnetic clutch is reduced to reduce heat generation. Generation can be prevented.

In the sixth invention, the predetermined time change rate when the engagement capacity is forcibly increased is reduced when the vehicle is rapidly decelerated or when the anti-skid control device is activated. Even if the electromagnetic clutch is forcibly engaged during the operation of the anti-skid control device, the engagement of the electromagnetic clutch can be advanced in such a manner that the wheels are not locked and the braking distance is not extended.

In the seventh aspect, the predetermined time change ratio when the engagement capacity is forcibly increased is set to a predetermined high value when the input rotation speed of the electromagnetic clutch is equal to or higher than the set speed. Even under the input rotation speed of the electromagnetic clutch, the electromagnetic clutch does not slip violently,
The problem of heat generation and wear accompanying this can be avoided.

According to an eighth aspect of the present invention, the predetermined time change rate at the time of forcibly increasing the engagement capacity is set to be equal to or less than the time when the input / output rotational speed difference of the electromagnetic clutch becomes smaller than a set value indicating immediately before the completion of engagement. When forcibly engaging the electromagnetic clutch to lower the rate of change over time up to the instant,
Immediately before the completion of the engagement of the electromagnetic clutch, the engagement speed is reduced, and the occurrence of a shock can be prevented.

[0029]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows a drive system of a hybrid vehicle including an electromagnetic clutch engagement control device according to an embodiment of the present invention and a control system thereof, wherein 1 is an engine, 2 is a continuously variable transmission, and 3 is left and right drive wheels. It is. The engine 1 is a normal internal combustion engine, and the continuously variable transmission 2 is a normal V-belt type continuously variable transmission mainly including a primary pulley 4, a secondary pulley 5, and a V-belt 6 stretched between these pulleys. .

Each of the primary pulley 4 and the secondary pulley 5 can control the increase and decrease of one pulley groove width, while controlling the increase and decrease of the other pulley groove width. The winding arc diameter of the belt 6 is continuously changed, so that the transmission 2 can be continuously variable. The secondary pulley 5 of the continuously variable transmission 2 is drivingly connected to the left and right driving wheels 3 via a differential gear device or the like (not shown), and the primary pulley 4 is an electromagnetic clutch 7 instead of a torque converter.
Through a drive shaft, and can be drive-coupled to a crankshaft 1a of the engine 1 and to a vehicle drive / regenerative brake motor 8 which is in parallel with the engine 1. Note that the vehicle driving and regenerative braking motor 8 is
By disposing in place of the forward / backward switching mechanism in the space where the forward / backward switching mechanism is installed in the general continuously variable transmission 2, the general continuously variable transmission 2 can be diverted as it is.

The engine 1 is comprehensively controlled by an engine control unit 11 such as an ignition timing and a fuel supply amount. The continuously variable transmission 2 controls a transmission ratio and a line pressure by a transmission control unit 1.
The electromagnetic clutch 7 controls the supply current i (engagement, release, engagement capacity) by the clutch control unit 1.
3 is comprehensively controlled. The engine 1 further includes an engine start and power generation motor 9, which is started by the motor 9, while the engine is operating, the motor 9 is driven by motive power to generate electric power, and the battery 14 generates power.
Shall be charged. It is assumed that the battery 14 is charged with energy from now on while the motor 8 acts as a regenerative brake.

The motor 8 for driving and regenerative braking for the vehicle and the motor 9 for starting and generating power of the engine are driven and controlled by a motor control unit 15 via an inverter 16. It is assumed to be driven by The battery 14 is controlled by the battery control unit 17.

The engine control unit 11, transmission control unit 12, clutch control unit 13, motor control unit 15, and battery control unit 17 are integrally controlled by a hybrid control unit 18. For example, the hybrid control unit 18 commands the engine control unit 11 to output a torque to be output from the engine 1, and in response thereto, the engine control unit 11 controls the engine 1 to achieve the command. The transmission control unit 12 instructs a target gear ratio. In response, the transmission control unit 12 controls the groove width of the pulleys 4 and 5 to achieve the instruction, and the hybrid control unit 18 also controls the clutch control. Unit 1
3 instructs the target engagement capacity of the electromagnetic clutch 7, the clutch control unit 13 controls the amount of electricity i to the electromagnetic clutch 7 in response to the command, and the hybrid control unit 18 further controls the motor control unit. The motor control unit 15 controls the inverter 16 so as to achieve the command.

Here, an outline of a control example in actual running will be described. The engine control unit 11 controls the hybrid control unit 18 to stop the engine 1 while the vehicle is stopped.
To the clutch control unit 13 to release the electromagnetic clutch 7, and to the motor control unit 15 to stop the motors 8 and 9. During this time, the hybrid control unit 18 controls the continuously variable transmission 2 (not shown).
Is driven to make the continuously variable transmission 2 transmittable with hydraulic oil from now on.

When the driver selects the forward running range from the stopped state and performs a start operation by depressing the accelerator pedal, the hybrid control unit 18 firstly drives the motor 8 so that the motor 8 rotates forward with the start torque. Command 15 Thus, the torque of the motor 8 is transmitted to the left and right drive wheels 3 via the continuously variable transmission 2, and the vehicle can be started.

When the vehicle speed increases after the start and the driving force becomes insufficient with the torque of the motor 8, the hybrid control unit 1
8 instructs the motor control unit 15 to start the engine 1 by the motor 9, and then instructs the clutch control unit 13 to engage the electromagnetic clutch 7 when the conditions under which the electromagnetic clutch 7 can be engaged are met. Is completed, a command to stop driving the motor 8 is issued to the motor control unit 15 to switch from motor running to engine running.

When the driving force is insufficient with only the power from the engine 1, the hybrid control unit 18 instructs the motor control unit 15 to drive the motor 8 again, and compensates for the insufficient driving force with the driving force of the motor 8. .

When the driver selects the reverse driving range from the stopped state and performs the starting operation by depressing the accelerator pedal, the hybrid control unit 18 causes the motor control unit 15 to reverse the motor 8 with the reverse driving torque.
And the reverse rotation of the motor is transmitted to the left and right drive wheels 3 via the continuously variable transmission 2 to enable the vehicle to run backward. Note that the hybrid control unit 18 instructs to keep stopping the engine 1 and to keep releasing the electromagnetic clutch 7 during this time, because the power from the engine 1 is not used at all during the reverse running.

FIG. 2 illustrates the maximum driving force characteristic of the motor 8 that varies according to the vehicle speed VSP by a, the maximum driving force characteristic of the engine 1 by b, and illustrates the engine 1 in a parallel relationship with each other. And the sum of the maximum driving force characteristics of the motor 8 is illustrated by c, and the road surface load on a flat road with a 0% gradient is illustrated by d for reference. In FIG. 2, the region below a is the region where the motor can travel, the region below b is the region where the engine can travel, and the region below c is the region where the motor can be driven by the sum of the motor driving force and the engine power. Area.

As is apparent from a comparison between the maximum driving force characteristic a of the motor 8 and the road load d on a flat road having a 0% gradient, if the vehicle speed VSP is as low as about A on a flat road, only the motor 8 is used. It is possible to travel, and at a higher vehicle speed, traveling by the engine 1 is necessary. The required driving force is reduced by the engine 1 due to a steep road gradient.
Above the maximum driving force characteristic b, not only the power from the engine 1 but also the power from the motor 8 is required.

The hybrid control unit 18 determines whether to run the motor, run the engine, or run using both driving forces based on the above-described characteristics, and sets the target. The motor driving force and the engine driving force are determined and commanded to the corresponding control unit. However, in these determinations, the driving force sharing ratio between the motor driving force and the engine driving force is, of course, determined such that the load on the battery 14 does not matter by judging the state of charge of the battery 14.

Hereinafter, the control of the engagement of the electromagnetic clutch 7 aimed at by the present invention will be explained based on the embodiment shown in FIGS. FIG. 3 is a program for determining whether or not the engagement of the electromagnetic clutch 7 has not been completed when a set time has elapsed from the start of the engagement control. It is checked whether or not the electromagnetic clutch slip start mode is the target of the engagement control. The control for engaging the electromagnetic clutch 7 includes a control for engaging the electromagnetic clutch 7 at a stretch when the input / output rotational speeds match, and a control for gradually engaging while slidingly coupling from the stage where the input / output rotational speed difference exists. However, in step 21, since the vehicle is suddenly started by depressing the accelerator pedal greatly, the engine 1 needs to be started instead of the above-described start by the motor 8, and the electromagnetic clutch 7 is gradually engaged while being slidably coupled to start the vehicle. The start mode (slip start mode) is set as the target of the engagement control targeted by the present invention.

If it is determined in step 21 that the current mode is not the electromagnetic clutch slip start mode, the time-out determination is turned off in step 22 because the engagement control targeted by the present invention is not required, and then in step 23 The set time TM1s is set in the timer TM1. The set time TM1s is set to be shorter as the engine torque (the transmission torque of the electromagnetic clutch 7) that can be calculated from the accelerator pedal depression amount, the engine intake air amount, the engine speed, and the like for the purpose to be described later.

When it is determined in step 21 that the vehicle is in the electromagnetic clutch slip start mode, in step 24, the vehicle speed VSP is set to a set vehicle speed VSPs (for example, 12) that does not stop the engine 1 even when the engagement control according to the present invention is performed.
km / h) is checked. Here, a hysteresis of about 2 km / h is set for the set vehicle speed VSPs,
Once the vehicle speed is determined to be equal to or higher than the set vehicle speed VSPs (for example, 12 km / h), hunting is prevented by not determining that the vehicle speed VSP has become lower than the set vehicle speed VSPs unless the vehicle speed VSP becomes lower than 10 km / h, for example. If the vehicle speed VSP is lower than the set vehicle speed VSPs at which the engine 1 stops when the engagement control according to the present invention is performed, the time-out determination is turned off in steps 22 and 23 so as not to execute the engagement control according to the present invention.
And the set time T is set in the timer TM1 for time-out determination.
Set M1s.

When it is determined in step 24 that the vehicle speed VSP is equal to or higher than the set vehicle speed VSPs at which the engine 1 does not stop even if the engagement control according to the present invention is performed, the timer TM1 is set to 0 in step 25. Is decremented at step 26 until it is determined that the timer TM
When 1 becomes 0, time-out judgment is turned on in step 27
I do. In other words, the state in which it is determined in step 21 that the electromagnetic clutch slip start mode is continued, is VSP ≧ V
Under the condition of SPs, when the set time TM1s has been continued over, that is, when the set time TM1s has elapsed since the start of the engagement control of the electromagnetic clutch 7, the engagement of the electromagnetic clutch 7 has not been completed yet. When it is determined that the electromagnetic clutch 7 is in the electromagnetic clutch slip start mode, it is determined that the electromagnetic clutch 7 has deteriorated with time, and the time-out determination is made in O.
N.

FIG. 4 shows the engagement capacity ramp control of the electromagnetic clutch 7 according to the present invention. First, it is determined in step 31 whether or not the electromagnetic clutch is in the slip start mode. Otherwise, the engagement control according to the present invention is unnecessary. Then, in step 32, the lamp control is terminated. If it is determined in step 31 that the start mode is the electromagnetic clutch slip start mode, it is checked in step 33 whether a mode transition from the start control mode of the electromagnetic clutch 7 to the ramp control mode of the electromagnetic clutch 7 has occurred.

The engagement capacity ramp control in step 33 is determined as shown in FIG. First, step 41
In step 27, whether the time-out determination is ON in step 27 of FIG. 3, that is, when the set time TM1s has elapsed since the start of the engagement control of the electromagnetic clutch 7, the electromagnetic clutch 7
It is checked whether or not the engagement is not completed (deterioration of the electromagnetic clutch 7 with time). If so, the engagement capacity ramp control mode is turned on in step 42.

If it is determined in step 41 that the time-out determination is not ON, it is checked in step 43 whether or not the engagement capacity ramp control mode is in effect. Turn on the capacity lamp control mode. If it is determined in step 43 that the engagement capacity ramp control mode is not being performed, and if it is determined in step 44 that the electromagnetic clutch slip start mode is not in effect, the engagement capacity ramp control mode is turned off in step 45 and the timer TM2 is set in step 46 for a predetermined time. TM
Set 2s.

In step 43, it is determined that the vehicle is not in the engagement capacity ramp control mode. In step 44, it is determined that the electromagnetic clutch is in the slip start mode. In step 50, the rotational speed of the primary pulley 4 is determined to be less than the predetermined value. The state in which the slip speed of the electromagnetic clutch 7 is determined to be less than the predetermined value in step 47 is determined in steps 48 and 49.
When it is determined that the predetermined time TM2s has been
At 2, the engagement capacity ramp control mode is turned ON. Step 5
If it is determined at 0 that the rotation speed of the primary pulley 4 is equal to or more than a predetermined value, or if it is determined at step 47 that the slip speed of the electromagnetic clutch 7 is equal to or more than the predetermined value, the engagement capacity ramp control mode is turned off at step 45 and In step 46, a predetermined time TM2s is set in the timer TM2.

When the engagement capacity ramp control mode is turned on in step 42 in the above determination of the engagement capacity ramp control mode as shown in FIG. 5, step 33 in FIG. It is determined that the mode transition from the control to the engagement capacity ramp control has occurred, and in step 34, the engagement capacity ramp control of the electromagnetic clutch 7 is started. Thereafter, step 33 selects step 35, where it is determined whether or not the engagement capacity ramp control is being performed. If the engagement capacity ramp control is not in progress, the engagement control according to the present invention is not necessary, so the engagement capacity ramp control is terminated in step 32. If the engagement capacity ramp control is being performed, in step 36, it is determined whether the current value i to the electromagnetic clutch 7 has reached a steady value or whether or not the engagement capacity ramp control has been performed (for example, the release control of the electromagnetic clutch 7). It is checked whether the engagement capacity ramp control should be terminated, and if so, step 32 is executed as requested.

When it is determined in step 36 that the engagement capacity ramp control should not be terminated, in step 37, the current increase Δi to the electromagnetic clutch 7 (the electromagnetic clutch 7
Is set.). This current increase Δi
Represents the rate of change with time when the engagement capacity of the electromagnetic clutch 7 is increased, and is decreased as the input / output rotational speed difference (slip) of the electromagnetic clutch 7 is smaller. The reason is that the smaller the input / output rotational speed difference (slip) of the electromagnetic clutch 7 is, the more easily a shock is felt. Further, the current increase amount Δi (the rate of change over time when the engagement capacity of the electromagnetic clutch 7 is increased) is reduced during rapid deceleration of the vehicle or when the anti-skid control device operates. The reason is that if the engagement capacity of the electromagnetic clutch 7 is increased (the engagement speed of the electromagnetic clutch 7 is increased) during rapid deceleration or during anti-skid control, the braking distance is extended by locking the wheels.

Further, when the input rotation speed (engine speed) of the electromagnetic clutch 7 is equal to or higher than the set speed, the current increase amount Δi (the rate of time change when the engagement capacity of the electromagnetic clutch 7 is increased) is larger than that of the occurrence of an engagement shock. Ignore and raise it. The reason is that if the engagement speed of the electromagnetic clutch 7 is reduced while the input rotation speed (engine rotation speed) of the electromagnetic clutch 7 is high, the electromagnetic clutch 7 slips violently, causing the damage or increasing the amount of heat generated. This is because the electromagnetic clutch 7 should be quickly engaged even if the occurrence of the shock is ignored. Further, the current increase amount Δi (time change rate when the engagement capacity of the electromagnetic clutch 7 is increased) is
After the input / output rotation speed difference of the electromagnetic clutch 7 becomes less than the set value indicating immediately before the completion of the engagement, the electromagnetic clutch 7 is lowered so that the electromagnetic clutch 7 is engaged more slowly than before to prevent the engagement shock.

Next, at step 38, the current i to the electromagnetic clutch 7 is increased by the increment Δi set as described above, whereby the electromagnetic clutch 7
The engagement capacity is increased at a predetermined time change rate determined by i, and the connection is forcibly performed at the time change rate.

According to the above control, the set time TM1 is set from the moment when the engagement control of the electromagnetic clutch 7 is started as indicated by t1 in FIG.
If the fastening has not been completed yet at the instant t2 when s has elapsed, the time-out determination is turned on in step 27 of FIG. 3, and based on this, the fastening capacity ramp control mode is turned on in step 42 of FIG. This results in step 3 in FIG.
3 detects the mode transition from the start control of the electromagnetic clutch 7 to the engagement capacity ramp control, selects step 34, and starts the ramp control of the engagement capacity of the electromagnetic clutch.

After this ramp control, the following (the instant t in FIG. 6)
2), the engagement capacity (current i) of the electromagnetic clutch 7 is shown in FIG.
The forcible increase is made at the time change rate (ramp gradient θ1, θ2) determined by the current increase amount Δi determined in step 37 of the above, and the engagement can be forcibly completed even when the electromagnetic clutch 7 deteriorates with time. Therefore, instead of detecting the heat generation of the electromagnetic clutch 7 and determining the deterioration with time of the electromagnetic clutch 7, the time delay of the electromagnetic clutch 7 is detected by detecting the engagement delay or incomplete engagement of the electromagnetic clutch 7 which is the cause of the heat generation. Deterioration is determined, and thereby the electromagnetic clutch 7 is forcibly completed before the heat is generated, and the deterioration of the electromagnetic clutch 7 with time does not occur without the problem that the deterioration is further advanced due to heat generation and wear. The fastening can be completed by compensating the accompanying decrease in the fastening capacity.

It should be noted that the set time TM1s for time-out determination set in the timer TM1 in step 23 of FIG.
As described above, according to the engine torque (the transmission torque of the electromagnetic clutch 7), the larger the transmission torque, the shorter it is. Therefore, the larger the transmission torque, the sooner the deterioration of the electromagnetic clutch 7 with time is detected. For this reason, the heat generation and abrasion associated with the deterioration with time of the electromagnetic clutch 7 are more remarkable when the transmission torque is large, and in view of the above-mentioned purpose, it is necessary to detect the deterioration with time of the electromagnetic clutch 7 as soon as the transmission torque increases. This is in good agreement, and the above-mentioned effects can be more reliably achieved.

Further, the engagement capacity of the electromagnetic clutch 7 is forcibly changed to a predetermined time change ratio (ramp gradients θ1, θ2 in FIG. 6).
The above-described control is increased only in the vehicle speed range equal to or higher than the set vehicle speed VSPs in step 24 of FIG. 3 without the engine 1 being stopped even if the electromagnetic clutch 7 is forcibly engaged by the control. In the vehicle speed range (VSP <VSPs) where the electromagnetic clutch 7 is forcibly engaged as in the case where the engine 1 is stopped, the electromagnetic clutch 7 is never forcibly engaged and the engine is not stopped. The above effects can be achieved.

The predetermined time change ratio (ramp gradient θ1 in FIG. 6) when the engagement capacity of the electromagnetic clutch 7 is forcibly increased is described above with reference to step 37 in FIG.
The higher the transmission torque of the electromagnetic clutch, the higher the torque. Therefore, under a large torque, by increasing the speed at which the electromagnetic clutch 7 is engaged, the slip of the electromagnetic clutch is suppressed to suppress heat generation, and conversely, a small torque at which a shock is easily felt. Under such circumstances, the occurrence of a shock can be prevented by reducing the speed at which the electromagnetic clutch is engaged.

The predetermined time change ratio (ramp gradient θ1 in FIG. 6) when the engagement capacity of the electromagnetic clutch 7 is forcibly increased is described above with reference to step 37 in FIG.
The smaller the input / output rotational speed difference of the electromagnetic clutch 7 is, the lower it is. Therefore, under a large rotational speed difference, the speed at which the electromagnetic clutch is engaged is increased to reduce the slip of the electromagnetic clutch, thereby suppressing heat generation. The occurrence of shock can be prevented by reducing the speed at which the electromagnetic clutch is advanced under a small rotational speed difference in which the user can easily feel the shock.

The predetermined time change ratio (ramp gradient θ1 in FIG. 6) when the engagement capacity of the electromagnetic clutch 7 is forcibly increased is described above with reference to step 37 in FIG.
Even when the electromagnetic clutch is forcibly engaged at the time of sudden deceleration of the vehicle or at the time of operation of the anti-skid control device, it is set to be low at the time of rapid deceleration of the vehicle or at the time of operation of the anti-skid control device.
A situation in which the wheels are locked and the braking distance is extended does not occur.

The predetermined time change ratio (ramp gradient θ1 in FIG. 6) when the engagement capacity of the electromagnetic clutch 7 is forcibly increased is described above with reference to step 37 in FIG.
When the input rotational speed of the electromagnetic clutch is equal to or higher than the set speed, the occurrence of the engagement shock is ignored and increased, so that the electromagnetic clutch does not slip sharply even at the input rotational speed of the electromagnetic clutch. The problem of heat generation and wear can be avoided.

In addition, as described above with reference to step 37 in FIG. 4, the input / output rotation speed difference of the electromagnetic clutch (the difference between the engine rotation speed Ne and the primary pulley rotation speed Np).
After the instant t3 when the value becomes less than the set value ΔNs in FIG. 6 indicating immediately before the completion of the engagement, the time change rate θ2 of the engagement capacity of the electromagnetic clutch 7 is set to be greater than the time change rate θ1 of the engagement capacity of the electromagnetic clutch 7 up to the instant t3. To lower the electromagnetic clutch 7
Is forcibly engaged as described above, the engagement speed immediately before the completion of the engagement of the electromagnetic clutch is reduced, and the occurrence of a shock can be prevented.

[Brief description of the drawings]

FIG. 1 is a schematic diagram illustrating a drive system of a hybrid vehicle including an electromagnetic clutch engagement control device according to an embodiment of the present invention and a control system thereof.

FIG. 2 is a diagram illustrating maximum driving force characteristics of a motor and an engine forming a drive system of the hybrid vehicle.

FIG. 3 is a flowchart showing a determination program for determining whether or not the electromagnetic clutch has not completed engagement within a set time period;

FIG. 4 is a flowchart showing an engagement capacity ramp control program to be performed when the electromagnetic clutch cannot complete engagement within a set time.

FIG. 5 is a flowchart showing a determination program for determining whether or not a mode transition from a start control mode of the electromagnetic clutch to an engagement capacity ramp control mode has occurred.

FIG. 6 is an electromagnetic clutch engagement control time chart according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Continuously variable transmission 3 Drive wheel 4 Primary pulley 5 Secondary pulley 6 V belt 7 Electromagnetic clutch 8 Motor for driving and regenerative braking 9 Motor for starting and generating power 11 Engine control unit 12 Transmission control unit 13 Clutch Control unit 14 Battery 15 Motor control unit 16 Inverter 17 Battery control unit 18 Hybrid control unit

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yukihiko Deshio 1-1, Yoshiwara-cho, Fuji City, Shizuoka Prefecture Inside JATCO Trans Technology Co., Ltd. (72) Inventor Fumihiko Nishiwaki 6-1, Hamayama-dori, Hyogo-ku, Kobe-shi, Hyogo Prefecture. No. 2 Mitsubishi Electric Control Software Co., Ltd. F-term (reference) 3J057 AA01 BB08 GA03 GA65 GA66 GA71 GA74 GB02 GB10 GB13 GB14 GB21 GE05 GE13 HH02 JJ01

Claims (8)

[Claims] An apparatus for controlling engagement of an electromagnetic clutch capable of controlling an engagement capacity by an electromagnetic force, wherein when the set time has elapsed from the start of the engagement control, the engagement capacity has been forcibly set. An electromagnetic clutch engagement control device characterized in that it is configured to increase at a predetermined time change rate. 2. The electromagnetic clutch engagement control device according to claim 1, wherein the set time is shortened in accordance with a torque to be transmitted by the electromagnetic clutch as the transmission torque increases. 3. The control according to claim 1, wherein the control for forcibly increasing the engagement capacity of the electromagnetic clutch at a predetermined time change rate is performed in a stage preceding the electromagnetic clutch even if the electromagnetic clutch is forcibly engaged by the control. An electromagnetic clutch engagement control device characterized in that it is configured to be executed only in a vehicle speed range equal to or higher than a set vehicle speed without stopping the engine. 4. The method according to claim 1, wherein the predetermined time change ratio when the engagement capacity is forcibly increased is increased as the transmission torque of the electromagnetic clutch is increased. Electromagnetic clutch engagement control device. 5. The method according to claim 1, wherein the predetermined time change ratio when the engagement capacity is forcibly increased is reduced as the input / output rotation speed difference of the electromagnetic clutch is small. An engagement control device for an electromagnetic clutch. 6. The vehicle according to claim 1, wherein the predetermined time change rate when the engagement capacity is forcibly increased is reduced when the vehicle is suddenly decelerated or the anti-skid control device is activated. An engagement control device for an electromagnetic clutch, wherein the engagement control device is configured as described above. 7. The method according to claim 1, wherein the predetermined time change ratio when the engagement capacity is forcibly increased is set to a predetermined value when the input rotation speed of the electromagnetic clutch is equal to or higher than a set speed. An engagement control device for an electromagnetic clutch, wherein the engagement control device is configured to set a high value. 8. The method according to claim 1, wherein the predetermined time change ratio when the engagement capacity is forcibly increased is set such that the input / output rotation speed difference of the electromagnetic clutch indicates immediately before the completion of engagement. An engagement control device for an electromagnetic clutch, characterized in that, when the value becomes less than the value, the rate of change with time until the instant is reduced.