JP2001263387A - Control device for electromagnetic clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for electromagnetic clutch improved in the reliability by avoiding the wrong engagement of the electromagnetic clutch. SOLUTION: In relation to the changeover control of a transistor capable of switching an electromagnetic clutch coil for electrical continuity or non- continuity, a control circuit is structured so that the signal from a second controller is inputted through a control signal line 30 in addition to the output signal from a first controller main body and that the transistor is switched to a condition allowing to carry a current to the coil when both the signals generate a command for engaging the clutch. This control circuit is desirably used for the control of an electromagnetic clutch 7 for hybrid vehicle, and even when traveling forward at a D range, and even if the wrong operation of the clutch controller is generated, the wrong engagement can be previously avoided, and the clutch is appropriately controlled so as to secure the effectiveness, characteristic and advantages by a hybrid system.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an electromagnetic clutch, and more particularly to a control device suitable for application to engagement / disengagement control of a vehicle electromagnetic clutch.

[0002]

2. Description of the Related Art An electromagnetic clutch capable of controlling engagement and disengagement 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, and is inserted into the transmission. It can be used to connect and disconnect transmission systems.

[0003] For example, it is possible to appropriately switch traveling between an engine traveling and traveling by an electric motor of a power source other than the engine, or to supplement this by a driving force of a motor when an engine driving force is insufficient. It can be applied to its transmission system as an electromagnetic clutch for vehicles of hybrid vehicles equipped with hybrid systems with features,
It is possible to perform engagement / disengagement of the clutch by electromagnetic force (current value), control of engagement capacity, and the like.

[0004] In the case of a hybrid vehicle, the combination of use of an engine (running of an internal combustion engine) and a motor (running of an electric motor), or a combination of use of the engine and a motor (running of an internal combustion engine + motor) (for example, see FIG. 2 described later) Compared to the conventional vehicle system that is not a hybrid system with an engine and a motor (only with engine power or only with motor power), it is more effective in various aspects such as fuel efficiency, exhaust gas characteristics, driving efficiency, etc. In addition, the present invention provides excellent advantages not found in the conventional ones, such as realizing a mode that is fine and adaptable to various driving and driving situations. In this case, regarding the control of the electromagnetic clutch for the vehicle, in order to utilize such advantages as much as possible, and to try to optimize it,
It is customary to be controlled under computer control.

[0005]

In the control of the electromagnetic clutch, if the control of clutch engagement / disengagement is executed only under the control of the controller for controlling the electromagnetic clutch, it is erroneous based on the inventor's consideration. In some cases, it may not be possible to respond sufficiently to avoid clutch engagement, especially when it is still not enough to prevent malfunctions and ensure reliability. From now on, there is room for improvements and improvements.

For example, FIG. 7 is a diagram of a comparative example which is also referred to in an embodiment of the present invention described later. Here, an electromagnetic clutch (electromagnetic powder clutch) is energized by a transistor for energizing a coil of the electromagnetic clutch (clutch). Conclusion (O
N)), and non-conduction (clutch release (OFF)) can be controlled. The ON / OFF switching of the transistor as a control target is executed by a clutch controller output using a microcomputer for controlling an electromagnetic clutch, and is exclusively controlled by a clutch controller control (control command) based on a calculation result inside the controller (clutch CPU). Only depends on the engagement of the electromagnetic clutch
Release will be made.

However, here, for example, the malfunction of the electromagnetic clutch controller is directly related to the engagement of the electromagnetic clutch.
The release command is affected, and the fastening command (the coil energizing transistor is set to O
N), this will result in erroneous clutch engagement. Of course, the possibility of malfunctions different from the original ones is, for example, parking and stopping (P range,
Needless to say, there is a necessity to avoid such a problem in the N range, etc. In particular, in the case of an electromagnetic clutch for a vehicle applied to a hybrid vehicle, the engagement / disengagement of the clutch is appropriately performed during forward running (D range). If the clutch is incorrectly engaged when it is not time to perform the clutch engagement,
The effectiveness of the hybrid system is diminished, and as a result, the above-described features, advantages, and advantages of the hybrid system cannot be sufficiently brought out and exerted.

In the electromagnetic clutch controller of the hybrid vehicle, a vehicle-mounted network is constructed between the controllers so as to transmit information (for example, CAN communication) with a hybrid system controller for general control of the mounted hybrid system. It can be.

In such a case, the information transmission by the information transmission means (communication means) is not properly performed, and the normality of the information transmission (data communication) between the controllers is impaired or interrupted. Includes information transmission (communication) malfunction, information transmission (communication) interruption, etc., inability to transmit part (or all) of the transmitted information (communication data),
(Including an abnormal state such as dropout or erroneous transmission), which may also be a factor as described above. Therefore, the clutch is erroneously engaged when it is not time to normally engage the clutch, or the clutch is not released when it is time to release the clutch. Otherwise, the effectiveness of the hybrid system is likewise diminished and the features, advantages and benefits of the system cannot be fully exploited or exerted.

It is desirable that the above-described disadvantages and the like can be improved when the electromagnetic clutch capable of controlling engagement and disengagement is controlled, erroneous engagement of the electromagnetic clutch can be avoided, and reliability is improved. It is also preferable to apply the above-mentioned control of the electromagnetic clutch for a vehicle in a hybrid vehicle, and it is possible to appropriately perform engagement / disengagement of the clutch. That is, the above can be realized while securing the effectiveness and the like.

[0011]

SUMMARY OF THE INVENTION The present invention therefore provides:
An apparatus for controlling the engagement and disengagement of an electromagnetic clutch capable of controlling the engagement and disengagement of a control element capable of switching between energization and non-energization of a coil of the electromagnetic clutch, in addition to an output from the first controller main body, A control circuit is configured to input a control signal line from the second controller and to switch to a state in which the control element is capable of energizing the coil when both of the control signals are set to a fastening command. It is an object of the present invention to provide a control device for an electromagnetic clutch.

The present invention also relates to an apparatus for controlling an electromagnetic clutch capable of controlling engagement and disengagement, comprising an information transmission system between a first controller and a second controller for controlling the electromagnetic clutch. The first controller controls the engagement / disengagement of the electromagnetic clutch through the first state when the system path is in communication, and controls the engagement / release of the electromagnetic clutch through the first state when the system path is disconnected in the second state. It is an object of the present invention to provide a control device for an electromagnetic clutch, characterized in that the electromagnetic clutch is configured to be engaged / released in accordance with ON / OFF by a signal line (claim 2).

According to a preferred embodiment of the present invention, in the case according to the first aspect of the present invention, each of the clutch and the control element is a vehicle electromagnetic clutch applied to a hybrid vehicle equipped with a hybrid system; A transistor for energizing the coil of the electromagnetic clutch,
In addition, each of the first controller and the second controller is a clutch controller for controlling the electromagnetic clutch and a hybrid system controller for general control of the hybrid system. A control signal line from the hybrid system controller is input to an electromagnetic clutch coil driving circuit including a transistor for energizing the coil, in addition to the output of the clutch controller main body, and the transistor is connected only when both are commanded to engage the clutch. Is O
A control device for an electromagnetic clutch is provided, which is an electronic circuit configured to perform N.

According to a second aspect of the present invention, the clutch is a vehicular electromagnetic clutch applied to a hybrid vehicle equipped with a hybrid system, and the first controller and the second controller A clutch controller for controlling the electromagnetic clutch and a hybrid system controller for overall control of the hybrid system, and wherein the control signal line is a control signal line from the hybrid system controller; In the first state, the controller controls engagement / disengagement of the electromagnetic clutch through the system path, and in the second state, engages / disengages the electromagnetic clutch in accordance with ON / OFF by the control signal line. Release the electromagnetic clutch control device. It is (claim 4).

[0015]

According to the present invention, when the electromagnetic clutch capable of controlling engagement and release is controlled, erroneous engagement of the electromagnetic clutch can be avoided and reliability of the electromagnetic clutch can be improved. Control can be achieved.

In the control device for an electromagnetic clutch according to the first aspect,
This relates to switching control of a control element capable of switching between energization and non-energization of a coil of an electromagnetic clutch, in addition to an output from a first controller main body, a control signal line from a second controller being input, and both being engaged. The control circuit is configured to switch to a state in which the control element can energize the coil when a command is issued, thereby realizing the realization.

According to a second aspect of the present invention, there is provided a control device for an electromagnetic clutch.
A first means for controlling the electromagnetic clutch, which is different from the control apparatus for the electromagnetic clutch according to the first aspect according to the first aspect.
A communication path between the first controller and the second controller, and the first controller controls the engagement and disengagement of the electromagnetic clutch through the first state when the communication path is in the first state. When the second state is interrupted, the electromagnetic clutch is engaged / released in accordance with ON / OFF by the control signal line. Make it possible.
The term “interruption” as used herein refers to a state in which the normality of information transmission (data communication) is impaired or hindered.
This may include an interruption or the like, and may include an abnormal state such as an inability to transmit, a missing, or an erroneous transmission (error) of part (or all) of the transmission information (communication data).

According to a preferred embodiment of the present invention, claim 3 is provided.
As described above, each of the clutch and the control element is a vehicle electromagnetic clutch applied to a hybrid vehicle equipped with a hybrid system, and a transistor for energizing the coil of the electromagnetic clutch. And the second controller, respectively, as a clutch controller for controlling the electromagnetic clutch and a hybrid system controller for controlling the hybrid system as a whole. In addition to the output of the clutch controller body, a control signal line from the hybrid system controller is input to an electromagnetic clutch coil drive circuit including a coil energizing transistor, and only when both are commanded to engage the clutch. Transistor As by electronic circuitry that is configured to N, the present invention can be suitably carried, similarly, makes it possible to realize the above. In this case, irrespective of the calculation result inside the clutch controller, the clutch is not engaged (incorrectly engaged) when the engagement of the system controller is prohibited, so that the system becomes redundant and the reliability is improved. Here, when applied to a hybrid vehicle, the control of the engagement / release of the electromagnetic clutch for the vehicle in the hybrid vehicle is compared with the case where the electromagnetic clutch is engaged / released solely depending on the clutch controller output as in the above comparative example. Therefore, even if there is a malfunction of the clutch controller when the hybrid vehicle is traveling forward in the D range, it is possible to prevent a false engagement due to the malfunction. The control of the clutch can be appropriately performed, and the effectiveness, characteristics, advantages, and the like of the hybrid system can be secured.

The clutch may be an electromagnetic clutch for a vehicle applied to a hybrid vehicle equipped with a hybrid system, and each of the first controller and the second controller may be a clutch. These are a clutch controller for controlling the electromagnetic clutch and a hybrid system controller for general control of the hybrid system, and the control signal line is a control signal line from the hybrid system controller. The clutch controller controls the engagement and release of the electromagnetic clutch through the system path in the first state, and controls the electromagnetic clutch according to ON / OFF by the control signal line in the second state. The invention also applies to a hybrid vehicle It can be carried out suitably applied. Therefore, the above-described means can be realized in the same manner by such means, and the hybrid clutch can be compared with a clutch which relies solely on the clutch controller output to engage and disengage the electromagnetic clutch as in the comparative example. It can be applied to control the engagement and disengagement of the electromagnetic clutch for vehicles in a vehicle, and if it is based on the comparative example, it may cause erroneous engagement of the clutch when driving forward in the D range. Even if the information transmission between the system controller and the clutch controller is inconsistent or interrupted, the engagement and disengagement of the clutch in accordance with ON / OFF of the control signal line from the system controller is surely performed. Therefore, erroneous engagement can be avoided beforehand, the clutch can be appropriately controlled, and the effective , Wherein, it makes it possible to ensure advantageous resistance.

Here, as for the information transmission path, this is used as communication means for communicatively connecting control information between the clutch controller and the system controller via a communication line such as CAN, for example. In the first state, ON / OFF of the electromagnetic clutch is determined based on information obtained by the communication means from the hybrid system controller. In the second state, a clutch engagement permission signal from the control signal line is transmitted. ON / OF of the electromagnetic clutch based on a / prohibition signal
It is configured to determine F and can be suitably implemented, and similarly, it is possible to realize the above.

Although the first and second embodiments according to the present invention are different means of solution, if desired, the combination of the first embodiment and the second embodiment is not impeded. In addition to making it possible to more effectively realize the control device for the electromagnetic clutch, the present invention can be implemented in a mode in which the control signal line is shared. However, the first aspect and the second aspect are, respectively,
It does not prevent implementation on its own.

[0022]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a drive system and a control system of a hybrid vehicle equipped with an electromagnetic clutch control device according to an embodiment of the present invention.
Denotes a continuously variable transmission, and 3 denotes left and right driving wheels. 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 / decrease of one pulley groove width while controlling the other pulley groove width to increase / decrease 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, the transmission control unit 12, the clutch control unit 13, the motor control unit 15, and the 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 controls the groove width of the pulleys 4 and 5 in order to achieve the command, and the hybrid control unit 18 controls the clutch control unit 13 to transmit the electromagnetic force to the clutch control unit 13. Commanding the engagement / disengagement of the clutch 7 and the target engagement capacity,
In response, the clutch control unit 13 controls the amount of current i to the electromagnetic clutch 7 so that the command is achieved, and the hybrid control unit 18 controls the motor control unit 15
Then, the motors 8 and 9 command a torque to be output, and in response to this, the motor control unit 15 controls the inverter 12 to achieve the command.

In this hybrid system,
For example, the control units 11, 12, 13, 15 are a hybrid control unit 18 for integrated control and a known CA.
N (control area network) or other communication means. In this example, a CAN communication line 20 as an information transmission path is provided, and the controllers of the control units communicate with each other by CAN data according to a predetermined communication format and protocol. It is assumed that communication is enabled, whereby control is performed under the command of the hybrid control unit 18 as described above.

Here, the outline of the control during actual running will be described. When the vehicle is stopped (P range, N range), the hybrid control unit 18 instructs the engine control unit 11 to stop the engine 1, and the electromagnetic clutch 7 To the clutch control unit 13 (release command by the communication line), and instruct the motor control unit 15 to stop the motors 8 and 9. During this time, the hybrid control unit 18 drives an electric oil pump in the continuously variable transmission 2 (not shown) so that the continuously variable transmission 2 can be transmitted with the operating oil.

Here, whether or not the vehicle is stopped can be determined based on range signals (P range, N range, D range, R range signals) associated with the range selection operation by the driver. The communication data received from the machine control unit 12 through the communication line 20 can be used (this may be applied to the following range selection). The release of the electromagnetic clutch 7 is basically performed when the clutch control unit 13 receives a release command from the CAN communication line 20.
According to the command, an output (calculation result) for deenergizing the coil of the electromagnetic clutch 7 can be obtained by calculation processing in the clutch controller (CPU), and this can be executed.

When the driver selects the forward running range (D range) from the stopped state and performs the starting operation by depressing the accelerator pedal, the hybrid control unit 18
First instructs the motor control unit 15 to drive the motor 8 to rotate forward with the starting torque. Thereby, the motor 8
Is transmitted to the left and right drive wheels 3 via the continuously variable transmission 2 to start the vehicle.

Here, since the starting travel is the motor travel, the hybrid control unit 18 instructs the clutch control unit 13 to release the electromagnetic clutch 7 during this time. Therefore, based on this, the electromagnetic clutch 7 is released on the clutch control unit 13 side, and thus, even after starting, the electromagnetic clutch 7 is not yet engaged here.

When the vehicle speed increases after starting 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 (communication). When the fastening 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. Regarding the engagement of the electromagnetic clutch 7, basically, when the clutch control unit 13 obtains the engagement command from the CAN communication line 20, the coil of the electromagnetic clutch 7 is operated by the arithmetic processing in the clutch controller (CPU) according to the command. An output (operation result) indicating that power should be supplied to the power supply is obtained, and this can be executed.

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 the driving force of the motor 8 compensates for the insufficient driving force. . During traveling using the driving force of both the engine and the motor, the hybrid control unit 18 can instruct the clutch control unit 13 through the CAN communication line 20 to engage the electromagnetic clutch 7 during the traveling,
Therefore, based on this, the electromagnetic clutch 7 is in the engaged state, and the electromagnetic clutch 7 is not released.

When the driver is in the reverse driving range (R
Range is selected and the start operation is performed by depressing the accelerator pedal, the hybrid control unit 18 instructs the motor control unit 15 to reverse the motor 8 with the reverse running torque, and performs the motor reverse rotation on the left and right drive wheels 3. , The vehicle can travel backward. Note that the hybrid control unit 18 does not use any power from the engine 1 during the reverse running so that the CAN communication line 2 keeps the engine 1 stopped.
0 to the engine control unit 11 through the CAN communication line 20 and the clutch control unit 1 through the CAN communication line 20.
3 is instructed to keep releasing the electromagnetic clutch 7.

FIG. 2 exemplifies the maximum driving force characteristic of the motor 8 by a, which varies according to the vehicle speed VSP.
Of the maximum driving force characteristics of the engine 1 and the motor 8 in a parallel relationship with each other by c, and the road surface load on a flat road with a 0% gradient is shown for reference. d. In FIG. 2, a
The area below the motor driveable area, the area below the b is the engine driveable area, and the area below the c is the area where the motor can be driven by the sum of the motor driving force and the engine power.

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 in FIG. , And at a higher vehicle speed, it is necessary to run with the engine 1. If the required driving force becomes a value above the maximum driving force characteristic b of the engine 1 due to a steep road gradient or the like, 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 characteristics, and sets the target. The motor driving force and the engine driving force are determined and commanded to the corresponding control unit. However, when making these determinations, the motor driving force is determined by judging the state of charge of the battery 14 so that the load on the battery 14 does not matter.

As described above, in the drive system and the control system of the hybrid vehicle, basically,
Regarding the control of the electromagnetic clutch 7, when a control command is given from the hybrid control unit 18 to the clutch control unit 13 through the CAN communication line 20 in accordance with a determination based on the characteristics as illustrated in FIG. The control unit 13 can switch the energization / de-energization of the coil of the electromagnetic clutch 7 with the output corresponding to the command to execute the clutch engagement / disengagement. For example, as described above, the electromagnetic clutch should not be released (clutch OFF) while the vehicle is stopped, and the start travel (D range) should be the electromagnetic clutch release (clutch OFF), the forward travel in the D range, and the engine travel. In some cases, the electromagnetic clutch is engaged (clutch ON), the electromagnetic clutch is not engaged (clutch ON) when the vehicle is traveling forward in the D range and engine + motor traveling is to be performed, and the electromagnetic clutch is released (clutch OFF) in reverse traveling. As described above, it is possible to perform control utilizing the advantages of the hybrid system as described above. In addition, the system of the present embodiment is not limited to this. In controlling the engagement and release of the electromagnetic clutch 7, erroneous engagement of the electromagnetic clutch 7 can be avoided, and in order to improve reliability, the hybrid system is further improved. The following means are further added to the above configuration so that the electromagnetic clutch 7 can be properly engaged / released in the vehicle and the effectiveness of the hybrid system can be secured.

That is, the clutch control unit 1 is connected to, for example, a transistor for energizing the coil of the electromagnetic clutch 7.
3 and a control signal line (separately from the CAN communication line 20) is input from the hybrid system controller of the hybrid control unit 18, and when both of them are commanded to engage the clutch, the coil energizing transistor is turned on. Control circuit (electronic circuit) to turn on
It is advantageous to take into account the aspect that constitutes.

[0040] Alternatively and / or alternatively, the clutch controller of the clutch control unit 13 may be a CAN controller between the controller and the hybrid system controller of the hybrid control unit 18.
When the communication line 20 is in communication, the control of engagement / disengagement of the electromagnetic clutch 7 is performed through the communication line 20. When the communication line 20 is disconnected, the electromagnetic clutch 7 is controlled according to ON / OFF of the control signal line.
Control is performed so as to perform the engagement and release of.

Therefore, in the basic example according to the present invention, a control signal line 30 is separately drawn from the hybrid control unit 18 to the clutch control unit 13 as shown also in FIG. 1, while also shown in FIG. As described above, the port 13-11 of the clutch CPU 13-1 which performs arithmetic processing as a controller body using a microcomputer in the clutch control unit 13 and a control element for energizing the coil of the electromagnetic clutch 7 (transistor 13-21 in the illustrated example) , 13-22), a circuit 13-30 for controlling ON / OFF switching of the transistors 13-21 and 13-22 as shown in the figure is provided, and a circuit 13-30 derived from the hybrid system controller 18a of the hybrid control unit 18 is provided. The control signal line 30 is connected to the circuit 13-30. RaShime Te, eggplant to connect thereto.

Here, the control signal line 30 is a dedicated connection line (a dedicated connection wire between the hybrid control unit and the clutch control unit) for permitting / prohibiting the engagement of the clutch, which is different from the CAN communication line 20 for the CAN communication. When transmitting the engagement / disengagement command corresponding to the selection range, operation, running state, and the like as described above to the clutch control unit 13 side by CAN communication through the CAN communication line 20, the command is adjusted in accordance with the content of the command. However, the control signal for enabling / disabling the clutch can be given directly on the route of the dedicated control signal line 30 as a separate and independent command from the clutch control command in the CAN communication by the CAN communication line 20. In the illustrated example, the content of the control signal is determined, for example, as follows.

[0043]

[Table 1]

The signal from the control signal line 30 is the circuit 13 to which the output signal of the clutch CPU 13-1 is given.
-30 may be inputted in addition to the output. In this case, for example, the circuit 13-30 is constituted by logic elements 13-31, 13-32, and 13-33 such as NAND and NOT. Logic element 13-31 in the case of configuring
Is given as one input. The other input of the logic element 13-31 is connected to the port 13- of the clutch CPU 13-1.
11A, the output of the logic element 13-31 is input to the transistor 13-22. Here, the output of the logic element 13-31 is further transmitted to the clutch CPU 13-31 via the logic element 13-32.
1 is guided to a logic element 13-33 to which an output of the other port 13-11 is input and given as an input, and the output of the logic element 13-33 is supplied to a transistor 13-21.
Is input to The circuit 13-30 having the above configuration added as described above.
The part is a transistor 13- for energizing the electromagnetic clutch coil.
21, 13-22, which functions as a control circuit for switching control, or includes the transistor portion and outputs an electromagnetic clutch output I / F of the clutch control unit 13 to an electromagnetic clutch coil portion to be driven ( Interface) circuit.

FIG. 7 is a comparative example shown in comparison with FIG. 3. In this comparative example, the control signal line and the logic element as shown in FIG. 3 are not provided. When a clutch engagement command is received through the CAN communication, an "L" signal is sent to the transistor 13-21 by the arithmetic processing of the clutch CPU 13-1 according to the command.
When an "H" signal is output to the transistors 13-22 so that an "H" signal is given, the transistors are turned on and the coil is energized, so that the electromagnetic clutch 7 can be engaged as instructed. Similarly, the transistor 13-21 is connected at "L" and the transistor 13-22 is connected at "H".

However, as mentioned earlier, from the viewpoint of securing the effectiveness of the hybrid system when applying to a hybrid vehicle, not only the P / N / R range, In the forward running in the D range, the vehicle system system is required to avoid erroneous engagement due to erroneous operation of the electromagnetic clutch controller, and it is recognized that it is necessary to configure an electric double system. Then, as shown in FIG. 3, the control signal line 30 and the circuits 13-30 are provided.

According to the above configuration, in addition to the output signals of the clutch CPU 13-1 (clutch controller body), the control from the hybrid system controller 18a is applied to the transistors 13-21 and 13-22 for energizing the coil of the electromagnetic clutch 7. Only when a signal from the signal line 30 is input and both of them receive a clutch engagement command, the transistor 1
3-21 and 13-22 can be turned on. Therefore, regardless of the calculation result inside the clutch controller, the clutch is not engaged (incorrectly engaged) when the engagement of the hybrid system controller 18a is prohibited, so that the system becomes redundant and the reliability is improved. In the illustrated example, the energizing transistors are individually arranged on the battery side and the body ground side. However, for example, only the transistors 13-22 are turned on / off to control energization / deenergization. This example is also applicable to the case where the control signal line 30 is “H” (fastening prohibited: forced release), even if the port 13-11 of the clutch CPU 13-1 is used.
(A) Even when the output is not supposed to be clutch-engaged, an "H" output (clutch controller body-side engagement command: however, the actual body is an incorrect engagement command) is erroneously activated even when the output is not to be engaged (comparison in FIG. 7). In the example, according to the clutch controller body side engagement command, the transistor 13
-22 is turned on), but the logic element 13-31
Becomes "L", and as a result, transistors 13-22
Is not turned on, and no current flows through the coil of the electromagnetic clutch 7 so that the electromagnetic clutch 7 is not securely engaged (wrongly engaged).

Thus, according to the present configuration example, the transistor for energizing the coil is set to the O
The N signal is configured as a redundant system composed of two systems, a control signal of the clutch controller and a permission signal (a clutch engagement permission signal by the control signal line 30) of the hybrid system controller, so that engagement due to malfunction can be prevented. Therefore, the present system to which such a configuration is added is a solution that can satisfactorily improve the disadvantages as described at the beginning of the specification when controlling the electromagnetic clutch 7 that can control engagement and release. It is possible to avoid the erroneous engagement of the electromagnetic clutch 7 and improve the reliability. Further, as compared with the case where the electromagnetic clutch is engaged and released solely depending on the output of the clutch controller as in the comparative example of FIG. , Vehicle electromagnetic clutch 7 for hybrid vehicles
It is suitable to be applied to control of engagement / disengagement of clutches. Even if a clutch controller malfunctions during forward running in the D range in a hybrid vehicle, erroneous engagement due to the malfunction can be avoided beforehand. The control of the clutch 7 can be appropriately performed, and the effectiveness, characteristics, advantages, and the like of the hybrid system can be ensured.

Next, By way of example, the solution is that the control signal line 30 is directly input to the circuit 13-30 so that the clutch is not engaged when the control signal line 30 is inhibited from being engaged (forcibly released), thereby erroneously engaging. Although the goal was to achieve prevention, it was intended to achieve the same aim with different means.
The main part of this will be described.

In this embodiment, the control signal line 30 as shown in FIG. 1 is used, but also in FIG. 3, as indicated by a broken line 30 '(when CAN communication cannot be performed), By giving a signal passing through the control signal lines 30, 30 'through the port 13-15 of the clutch CPU 13-1, the information (clutch engagement permission / prohibition) is transmitted to a control program executed by the clutch controller, more specifically, Is applied as clutch engagement permission information / prohibition (forced release) information in an electromagnetic clutch coil energization control program, an example of which is assembled as shown in the flowchart of FIG.

As already described, the clutch control unit 13 and the hybrid control unit 18 can perform necessary control while mutually communicating control information via the CAN communication line 20.
Also, as mentioned in the example of FIG. 2, the hybrid control unit 18 determines, for example, the vehicle speed VSP, the acceleration / deceleration, the driver's accelerator pedal operation, the state of charge of the vehicle drive battery 14, and the like. It is possible to determine the necessity of driving the vehicle by the engine 1 (internal combustion engine) (engine running, engine + motor running) based on a predetermined relationship, and determine (determine) whether or not the engagement of the electromagnetic clutch 7 is necessary. (Note that the vehicle speed information and the like exemplified as the input information in FIG. 1 may be received as CAN data from the corresponding control unit via the CAN communication line 20 (Also, a vehicle speed VSP sensor signal may be separately introduced. May be)).

On the other hand, the clutch control unit 13 according to the present configuration example controls the engagement / disengagement of the electromagnetic clutch 7.
The energization control routine shown in FIG. 7 is executed. In this program example, first, at step 51, it is always checked whether or not communication with the hybrid system controller 18a (hybrid control unit 18) is possible. As a result, the CAN communication line 20 (information transmission path) between the clutch controller and the hybrid system controller 18a is in communication, and the clutch controller can control the engagement and release of the electromagnetic clutch 7 through the CAN communication line 20 (first state). Or the state of interruption (second state)
Is to be monitored. Here the cutoff is
Refers to the meaning described above.

If it is determined in step 51 that communication is possible,
In order to determine engagement / disengagement (ON / OFF) of the electromagnetic clutch 7 based on information obtained through the CAN communication line 20,
This program selects a loop from step 52 onward.

In this case, at step 52, it is checked whether or not a fastening request has been received from the hybrid system controller 18a. Whether the number is equal to or more than a predetermined value (step 53),
It is determined whether or not the range signal is other than P, N, and R (step 5).
4) Check each, and step 53,5
If it is determined that any one of the conditions 4 is satisfied, step 55 is selected, and a process is performed to energize (clutch-engage) the coil of the electromagnetic clutch 7 so as to turn on the clutch in accordance with the engagement command through the CAN communication line 20. On the other hand, if it is determined in step 52 that no engagement request has been received, the clutch is released, or steps 53 and 5 are executed.
Step 57 is selected so that the clutch is released even when it is determined that any one of the conditions 4 is not satisfied.
A process is performed so that the coil of the electromagnetic clutch 7 is not energized (clutch disengagement: release) in order to perform the F operation, and the process proceeds to the next job. Note that the engine speed and the range signal used in steps 53 and 54 may be based on CAN communication, or an engine speed sensor signal may be separately introduced into the clutch control unit 13.

On the other hand, if it is determined in the step 51 that communication through the CAN communication line 20 is not possible due to communication interruption, communication failure, etc., the control signal line 30
In order to determine the engagement / release (ON / OFF) of the electromagnetic clutch 7 based on the permission signal / forced release signal of (30 '), this program selects the loop on the step 56 side.

In this case, in step 56, it is checked whether or not the input of the control signal line 30 (30 ') is not a forcible release signal, that is, whether or not "connection is permitted". Correspondingly, when it is determined in step 56 that "fastening permission" has been set, the processing in step 55 is selected, and the control signal line 30
While a process is performed to energize (clutch-engage) the coil of the electromagnetic clutch 7 in order to turn on the clutch according to the signal obtained from (30 '), if "engagement permission" is not set in step 56 (that is, When it is determined that the engagement is prohibited and the forcible release is performed), the process of the step 57 is selected, and at this time, the coil of the electromagnetic clutch 7 is not energized so that the clutch is turned off according to the signal obtained from the control signal line 30 (30 '). (Clutch disengagement: disengagement). Here, when the control is performed in a loop of Step 51 → Step 56 → Step 57, the clutch can be forcibly released.
For example, even if data is received in an abnormal state, such as when some data is lost in CAN communication,
Such CAN communication information is ignored, so that it is possible to forcibly follow the signal of the control signal line 30 (30 ') regardless of the content, and if it is forcibly released (locking prohibited). The current does not flow through the coil of the electromagnetic clutch 7 and the electromagnetic clutch 7 is not engaged.

Thus, the clutch control unit 13
When the CAN communication between the control unit 13 and the hybrid control unit 18 is in the first state, CA
The engagement / disengagement of the electromagnetic clutch 7 can be controlled through N communication, and in the disconnected second state, the engagement / release of the electromagnetic clutch 7 is performed according to ON / OFF of the control signal line 30 (30 '). The control of the electromagnetic clutch 7 can be performed as described above, and the clutch system controller 18a controls the hybrid system controller 18a in the first state.
Of the electromagnetic clutch 7 based on the information obtained by CAN communication from
N / OFF is determined, and in the case of the second state such as communication interruption, ON / OFF of the electromagnetic clutch 7 is performed based on the clutch engagement permission signal / prohibition (forced release) signal on the control signal line 30 (30 '). Can be determined.

Therefore, according to this embodiment, similarly to the above-described embodiment,
It is possible to avoid the erroneous engagement of the electromagnetic clutch 7 and to improve the reliability, as compared with the case where the electromagnetic clutch is engaged / released solely depending on the clutch controller output as in the comparative example of FIG. It is possible to provide a vehicle suitable for controlling engagement / disengagement of the vehicular electromagnetic clutch 7 in a hybrid vehicle. Even if CAN communication malfunctions, communication interruptions, etc. would have been the cause of clutch erroneous engagement when traveling forward in the D range, the hybrid control unit 1 was surely used.
8 as a control signal line 30 (30 ') as a dedicated connection line
And release of the electromagnetic clutch 7 in accordance with the ON / OFF state of the clutch, the erroneous engagement can be avoided beforehand, the electromagnetic clutch 7 can be appropriately controlled, and the effectiveness, characteristics, and advantages of the hybrid system can be achieved. , Etc. can be ensured. The present invention can also be implemented in this way.

Next, the examples described with reference to FIGS. 5 and 6 are further improved and expanded to achieve optimization of control of the vehicle electromagnetic clutch in the hybrid vehicle. This is an example further provided with the following functions. Hereinafter, the main part of this configuration example will be described.

In FIG. 5, the clutch control unit 13 (clutch control CU) and its related components, the electromagnetic clutch 7 (electromagnetic powder clutch), the battery 14 and the hybrid control unit 18 are shown.
(Hybrid system controller: also referred to as HCM hereinafter) etc. (Electromagnetic clutch output I / F)
Circuit), as shown in the figure, the clutch control unit 13
And the hybrid control unit 18 is connected to the battery 14 via a control relay, and the end of the control signal line L1 from the hybrid control unit 18 is connected to a clutch forced release (engagement inhibition: current cut) / engagement permission (energization permission) signal. Is connected to the illustrated terminal of the clutch control unit 13 as a dedicated connection line (wire) between the units 18 and 13.

As in the case of the configuration example of FIG. 3, the clutch control unit 13 is a CPU 13 that performs arithmetic processing as an electromagnetic clutch controller body using a microcomputer.
-1 and an electronic circuit portion including an electromagnetic clutch coil driving circuit as shown in FIG. Here, transistors Tr1,
Tr2, Tr3, Tr4, Tr5, Tr6, resistor R1,
R3, R4, R5, R6, R7, R8, R9, R10,
R11, R12, capacitors C1, C2, diode D
1, D2, smoothing circuit 101, error amplifier circuit 102, differential amplifier circuit 111, current monitor I / F circuit 112, constant voltage circuit 121, constant voltage monitor I / F circuit 122, voltage monitor I / F circuit 131, 132, clutch forced release I / F circuit 141, NAND circuits 151, 152, 16
1. NOT circuits 171, 172, 173, 174, 18
1, 182, etc., and these components can be connected and configured as shown.

Here, a signal from a control signal line L 1 connected to a terminal of the clutch control unit 13 is transmitted from a port 13-11 (microcomputer port A) of the CPU 13-1 via a clutch forced release I / F circuit 141. Are supplied to the input terminal of the NAND circuit 151 as one input and the other input to the NAND circuit 151, respectively. Also, in the illustrated example, according to the configuration example of FIG.
The signal from the control signal line L1 is transmitted to the CPU 13 via a control signal line (internal control signal line) indicated by reference numeral L2 in FIG.
-1 is also provided as input information to the CPU 13-1 through the port 13-15 of the -1 and can be applied to the processing by the CPU 13-1. Here, the control signal line L <b> 1 transmits the clutch forced release (engagement inhibition: current cut) / engagement permission (energization permission) signal to the NAND circuit 151.
Is input to the CPU 13-1 and is given as input information to the CPU 13-1.

Further, in this example, the signal from the control signal line L1 is input to the NAND circuit 161 as one input and the other input together with the signal from the port 13-17 (microcomputer port B) of the CPU 13-1. Supplied to the end. The port 13-17 (B) and the NAN
A reverse excitation control system described later is configured to include the D circuit 161.

In the electromagnetic clutch coil drive circuit according to the present embodiment, a transistor is used as a control element which can be used for each control of normal excitation, weak excitation, and reverse excitation, thereby providing finer control. Realize.

The transistor Tr1 is a chopper control transistor. When controlling the amount of current i (the amount of current) when energizing the coil of the electromagnetic clutch 7 (current control: for example, a maximum of several amperes), the chopper is controlled by the transistor Tr1. This can be done by controlling the control transistor. In this case, it can be advantageously used for controlling the engagement capacity of the electromagnetic clutch 7. The control system for the transistor Tr1 is as follows:
Here, the smoothing circuit 101 and the error amplification circuit 10
2. It can be configured to include the differential amplifier circuit 111 and the like. In this case, the current monitor can be monitored by the CPU 13-1 through the current monitor I / F circuit 112. On the other hand, the transistor Tr2 is ON / O
It is an FF transistor and can be used for ON / OFF only control.

The transistors Tr1 and Tr2 are basically controlled by an output signal from the CPU 13-1, and can be used in normal excitation (permission of energization). In this case, when the electromagnetic clutch coil is energized (clutch engagement), the current i flows from the upper end to the lower end of the electromagnetic clutch 7 in the drawing. As a double redundant system for preventing the erroneous engagement of the electromagnetic clutch 7, as shown in FIG.
71, 172, NAND circuit 151, NOT circuit 173
In the present example, these are the circuits 13-
Replaced with 30 parts.

The transistors Tr3 and Tr4 are weak excitation transistors, and constitute a weak excitation control system including a NOT circuit 174 and a constant voltage circuit 121. The constant voltage circuit 121 is a constant voltage monitoring I / F circuit. Monitoring is performed through 122. The respective ends of the electromagnetic clutch 7 are monitored through the voltage monitoring I / F circuits 131 and 132.

The transistors Tr5 and Tr6 are reverse excitation transistors, and can be used in reverse excitation. However, in this case, the current direction is opposite to the normal excitation (in the figure, the direction from the lower end to the upper end of the electromagnetic clutch 7), and the current i is much smaller than the normal excitation because the residual magnetism is canceled. May be. As shown in the figure, the NAND circuit 16 to which a signal from the control signal line L1 is applied as one input is used as the reverse excitation control system.
The NOT circuits 181 and 182 after 1 can be incorporated.

In FIG. 5, "L" and "H"
Means that energization permission (clutch engagement) is given when the control signal line L1 is at "L" level, and current cut (clutch release: forced release) is given at "H" level. The following table shows an example of the relationship between signal levels and the like in this example, including the above.

[0070]

[Table 2]

[0071]

[Table 3]

In the above configuration, the clutch control unit 13 (CLECU) and the hybrid control unit 18
Although (HCM) is not shown in FIG. 5, each control is performed while mutually communicating control information via the CAN communication line 20 described above. HCM18 is the vehicle speed VS
P, acceleration / deceleration, the driver's accelerator pedal operation, the state of charge of the vehicle driving battery 14, and the like, the necessity of driving the vehicle by the engine 1 (internal combustion engine) is determined based on a predetermined relationship. 7 has been described above, and it can be transmitted as CAN data through the CAN communication line 20. However, in this example, in this case, the electromagnetic clutch 7 is further provided with the following contents. Control.

That is, here, as a method of engaging the electromagnetic clutch 7 (engagement control), the input shaft (transmission input shaft) of the engine 1 (internal combustion engine) and the transmission 2 is used.
A method of immediately connecting the electromagnetic clutches 7 after synchronizing the rotation speeds of the electromagnetic clutches 7 (when the input / output rotation speeds match,
And the engine 1 (internal combustion engine)
2) a half-clutch fastening method in which the electromagnetic clutch 7 is engaged while sliding while keeping the rotation speed of the clutch high (control in which the clutch is gradually engaged while being slip-coupled from the stage where there is an input / output rotation speed difference).
In order to optimize these methods,
The HCM 18 is determined according to the required driving force. Further, the engagement characteristics of the electromagnetic clutch 7 in the half-clutch engagement method include the case of starting from a vehicle stopped state (engagement with half-clutching (for starting): low vehicle speed EN mode) and the case of re-acceleration during traveling. Then, the HCM 18 also determines whether the mode is to be further finely divided and the low vehicle speed EN mode is set.

When releasing the electromagnetic clutch 7,
Normally, smooth release is performed by gradually reducing the clutch engagement force to reduce the release shock (smooth release), and the electromagnetic clutch 7 is completely released immediately (emergency release) in an emergency such as sudden braking.

Here, of CAN data by CAN communication (transmission / reception) related to the CL ECU 13, data transmitted from the HCM 18 and received by the CL ECU 13 is as follows.
In terms of the relationship with the above-described engagement / release operation, the correspondence between the engagement / release operation and the CAN data is as shown in the table below.

[0076]

[Table 4]

Therefore, the HCM 18 side issues a CLEC
For U13, regarding the control of the electromagnetic clutch 7,
Through the communication line 20, in addition to the clutch ON / OFF command flag (see FIG. 6A), the CL engagement mode flag and the low vehicle speed EN request flag are also communicated. On the CLECU 13 side, the CPU 13-1 based on such flag information (in this example, three types of flag data)
As a result of the arithmetic processing in step (3), the operations as described in the right column of the table are executed so as to match these various instructions. In addition, in the present example, as shown in FIG.
6 of the clutch ON / OFF command transmitted through the AN communication line 20 "OFF", "ON", "OFF" ... (FIG. 6)
In accordance with (a)), on the control signal line L1, a forcible release signal is set to "release", "fastening permitted", "release" ...
Is sent out as having the contents

On the other hand, as has already been seen, in order to avoid erroneous engagement of the clutch, the CL ECU 13 also sets the HCM 18
Control signal line L drawn as a dedicated connection line from the side
In order to operate the engagement of the electromagnetic clutch 7 in a double redundant system in connection with the first embodiment, the HCM 18 is directly connected to the electromagnetic clutch coil drive circuit of the CL ECU 13 as shown in FIG.
Is connected to the control signal line, and the control signal is based on the calculation result of the CPU 13-1.
It is configured to be input to the above-described NAND circuit 151 or the like as a separate and independent device. As a result, this signal (FIG. 6)
If (c) is forcibly released, the CL ECU 1
Regardless of the operation of No. 3 (the calculation result in the CPU 13-1 based on the flag information), no current flows through the coil of the electromagnetic clutch 7 and the clutch is not engaged.

This means that erroneous engagement of the clutch can be prevented and reliability can be improved with the same operation and effect as those of the above-described examples, and here, the three types of flags exemplified above are further described. As shown in the right column of the table above, “CL
CLE with various control contents such as "ECU operation"
In determining and performing the operation of the CU 13, even if there is a malfunction such as a calculation error, for example, regarding the engagement control, immediately engaging, half-clutching engagement (for acceleration), and half-clutching engagement (for starting). In the case of, it means that incorrect fastening can be avoided with a high degree of reliability,
It means that these fine and diverse functions can be fully utilized and exhibited accordingly.

FIG. 6 shows an example of the time relationship between the clutch ON / OFF flag and the forced release signal. FIG. 6 shows that the change of the forced release signal is delayed when the electromagnetic clutch is released.
During this time, the electromagnetic clutch coil is reversely excited. Thus, since the electromagnetic excitation of the electromagnetic clutch coil can be performed by the above-described reverse excitation control system, in the present embodiment, the residual magnetism can be eliminated and the effect of eliminating the influence of the residual magnetism can be eliminated. can do.

In this example, in order to guarantee that the double redundant system is operating, the clutch controller body (CPU 13-1) issues a clutch ON / OFF command (FIG. 6A) and a forced release signal. (FIG. 6 (b)) is checked for consistency, and if they do not match for a certain period of time,
A warning lamp (not shown) is turned on to notify the driver. In this case, a control program for executing such control is incorporated and stored in a memory (not shown) of the clutch controller in advance, and information used for the check is transmitted from the CPU 13- via the control control line L2. 1 can be used.

As described above, the switching timings of the two signals are basically similar to each other, so that when the CNA communication is malfunctioning, as an alternative means, the engagement / release of the electromagnetic clutch 7 is switched by switching of the forced release signal. (The control mode is fixed to half clutch engagement,
Switching between start and acceleration is performed, for example, by a vehicle speed VSP sensor signal input to the CLECU 13). Also in this case, the signal information given to the CPU 13-1 from the control control line L2 can be used, and can be implemented in accordance with the method of the energization control program shown in FIG. 4 described above.

The present invention is not limited to the above embodiment. For example, in the example of the program shown in FIG. 4, when it is not determined that “communication is possible” in step 51, and when it is determined that “fastening is permitted” in step 56, the coil of step 55 is directly transmitted from step 56. However, the present invention is not limited to such a mode. When the determination result that the fastening is permitted in step 56 is obtained, the process is shifted from step 56 to step 53. Step 53
1st modification in which the control is executed in such a manner that the engine speed is also checked (the check can be performed by an engine speed sensor signal input to the clutch control unit). Alternatively, the process is shifted from step 56 to step 54, and the range signal is checked in step 54 (the check can be performed based on the range signal input to the clutch control unit). The energization control program according to any one of the second modification and the second modification in which the control is executed with the contents that go through may be adopted.

Further, for example, in the example shown in FIG. 5, the configuration in which the reverse excitation control is added is shown, but the present invention relates to the reverse excitation control system (Tr5, Tr6, 161, 181, 182).
It goes without saying that the present invention can be implemented regardless of the presence or absence of the addition.

Further, even in the case where the reverse excitation control system is not added, the components related to the means for preventing the fastening due to malfunction are limited to those shown in FIG. Needless to say, for example, as in the circuit example (basic example) in FIG. 3, in comparison with FIG. 5, a more inexpensive and simple configuration, that is, a basic configuration as illustrated in FIG. The present invention is embodied with a configuration in which at least one dedicated connection line (control signal line) is drawn from the hybrid control unit (18) side to the clutch control unit (13) side and, for example, uses several logic elements. It goes without saying that you can do it.

The contents described above can be regarded as the following inventions.

(Additional Item 1) [1] The transistor for energizing the coil of the electromagnetic clutch includes:
A clutch controller characterized in that a control signal line from a hybrid system controller is input in addition to an output signal of a controller main body, and an electronic circuit is configured so that a transistor is turned on only when both of them are instructed to engage a clutch.

[2] There is an information transmission path between the clutch controller and the hybrid system controller, and the clutch controller controls the engagement / disengagement of the clutch through the path when the path is open, and [1] A clutch controller which engages / disengages a clutch according to ON / OFF of a control signal line of [1].

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a drive system of a hybrid vehicle including an electromagnetic clutch 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 diagram for explaining a basic configuration applicable to prevention of erroneous engagement of an electromagnetic clutch according to the present invention.

FIG. 4 is a diagram showing an example of a flowchart of an electromagnetic clutch energization control program for explaining another example.

FIG. 5 is a circuit diagram for explaining still another example.

FIG. 6 is also an explanatory view, showing that an electromagnetic clutch is ON.
9 is a timing chart showing an example of a time relationship between a / OFF flag and a forced release signal.

FIG. 7 is an explanatory diagram of a comparative example shown in comparison with FIG.

[Explanation of symbols]

Reference Signs List 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 13-1 CPU (clutch CPU) 13-11, 13-15, 13-17 Port 13-21, 13-22 Transistor 13-31, 13-32, 13-33 Logic element 14 Battery 15 Motor control unit 16 Inverter 17 Battery control unit 18 Hybrid control unit 20 Communication line 30, 30 'Control signal line 101 Smoothing circuit 102 Error amplifier circuit 111 Differential amplifier circuit 112 Current monitor I / F circuit 121 Constant voltage circuit 122 Constant voltage monitor I / F times For 131, 132 voltage monitor I / F circuit 141 clutch forced release I / F circuit 151,152,161 NAND circuit 171,172,173,174,181,182 N
OT circuit Tr1 Chopper control transistor Tr2 ON / OFF transistor Tr3, Tr4 Weak excitation transistor Tr5, Tr6 Reverse excitation transistor R1, R3 to R12 Resistance C1, C2 Capacitor D1, D2 Diode L1, L2 Control signal line

 ──────────────────────────────────────────────────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 Hiroyoshi Nishizaki 6-1, Hamayama-dori, Hyogo-ku, Kobe City, Hyogo Prefecture No. 2 Mitsubishi Electric Control Software Co., Ltd. F-term in the company (reference) 3J057 AA01 BB02 GA54 GE01 GE10 HH01 JJ01

Claims (4)

[Claims] An apparatus for controlling an electromagnetic clutch capable of controlling engagement and disengagement, comprising: a first controller main body for controlling switching of a control element capable of switching between energization and non-energization of a coil of the electromagnetic clutch. And a control signal line from the second controller is input in addition to the output of the second controller, and the control element is switched to a state in which the control element can be energized to the coil when both of the signals become a fastening command. A control device for an electromagnetic clutch, comprising: 2. An apparatus for controlling an electromagnetic clutch capable of controlling engagement and disengagement, comprising: an information transmission system between a first controller and a second controller for controlling an electromagnetic clutch; The control signal line according to claim 1, wherein the first controller controls the engagement / disengagement of the electromagnetic clutch through the first state in which the system path is connected, and controls the engagement / disengagement of the electromagnetic clutch through the first state in the disconnected state. By O
A control device for an electromagnetic clutch, characterized in that the electromagnetic clutch is engaged / released according to N / OFF. 3. The controller according to claim 1, wherein each of the clutch and the control element is a vehicle electromagnetic clutch applied to a hybrid vehicle equipped with a hybrid system, and a transistor for energizing a coil of the electromagnetic clutch. , And a second controller are a clutch controller for controlling the electromagnetic clutch and a hybrid system controller for controlling the hybrid system in an integrated manner, wherein the circuit includes a transistor for energizing a coil of the electromagnetic clutch. A control signal line from the hybrid system controller is input to the electromagnetic clutch coil drive circuit in addition to the output of the clutch controller main body, and the transistor is turned ON only when the both are commanded to engage the clutch. Electronic circuit There, the control device of an electromagnetic clutch according to claim 1, characterized in that. 4. The electromagnetic clutch for a vehicle applied to a hybrid vehicle equipped with a hybrid system, wherein the first controller and the second controller each include: a clutch controller for controlling the electromagnetic clutch; And a hybrid system controller for general control of the hybrid system, and wherein the control signal line is a control signal line from the hybrid system controller, and the clutch controller is in the first state when the clutch system is in the first state. Control of engagement / disengagement of the electromagnetic clutch through a path, and in the second state, ON / OF by the control signal line.
The control device for an electromagnetic clutch according to claim 2, wherein the engagement / disengagement of the electromagnetic clutch is performed according to F.