JP2001263389A - Engagement control device for electromagnetic clutch - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the durability of an electromagnetic clutch by inhibiting the engagement with the slip rotation easy to generate the heat in the high temperature condition of the electromagnetic clutch. SOLUTION: In response to a rise of the clutch temperature T, mode is selected. When the clutch temperature T exceeds the predetermined temperature T1, an intermediate capacity inhibiting control mode is selected, and after the input and output rotation of the clutch become nearly synchronous, a command for connection is output, and the generation of heat when connecting the clutch is prevented. When the clutch temperature T exceeds the predetermined temperature T2 higher than the predetermined temperature T1, a forcible OFF control mode is selected so as to command the inhibition of engagement, and the electromagnetic clutch is released so as to prevent the generation of heat in the clutch. When the clutch temperature T is less than the predetermined temperature T3, a normal engagement control mode is selected so as to perform the normal engagement. When the clutch temperature T exceeds the predetermined temperature T3, a stall-down control mode is selected so as to control the quantity of the slip of the input and output rotation of the clutch when engaging the clutch.

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 It is known to use an electromagnetic clutch in a power transmission system. The electromagnetic clutch generates a coupling force by applying a voltage to a clutch coil to couple electromagnetic powder in a chain. For this reason, heat generation of the electromagnetic clutch poses a problem in a running state in which the engagement is executed in a slip state in which the input / output element of the clutch is relatively rotated (for example, when the vehicle starts).

In order to solve this problem, for example, Japanese Patent Application Laid-Open No. 1-277844 has proposed a device that detects a rise in clutch temperature and reduces the amount of slip during engagement.
Further, Japanese Patent Application Laid-Open No. 61-147736 proposes an apparatus for restricting a use range of a slip engagement control in which an input / output element of a clutch is engaged in a state of slip rotation.

[0004] Such an engagement control device is provided with, for example, a map as shown in FIG. 7 and appropriately switches clutch engagement control in accordance with an increase in clutch temperature T. More specifically, the map of FIG. 7 is switched in accordance with the rise of the clutch temperature T, and the normal engagement control mode selected when the clutch temperature T falls below the predetermined temperature T3, and the clutch temperature T
Has a direct connection vehicle speed reduction control mode selected when the temperature exceeds a predetermined temperature T3, and a stall down control mode selected when the clutch temperature T exceeds a predetermined temperature T4 higher than the predetermined temperature T3.

In the normal engagement control mode, a normal engagement control in which engagement is performed irrespective of slip rotation of the clutch input / output element, a slip rotation engagement control in which engagement is performed while the clutch input / output element is slipped, and the like are selectively executed. . The direct connection vehicle speed reduction control mode limits the use area of the slip rotation engagement control, and the stall down control mode executes engagement while reducing the slip rotation of the clutch input / output element.

That is, the above-mentioned engagement control device selectively executes normal engagement control, slip engagement control, and the like until the electromagnetic clutch reaches a predetermined temperature state.
The use range of the slip engagement control is limited, and in a higher temperature state, the heat generation of the electromagnetic clutch is suppressed by executing the engagement control while reducing the slip rotation of the clutch input / output element.

[0007]

However, in the above-mentioned engagement control device, since the engagement with slip rotation is reliably performed at any clutch temperature, the problem of heat generation of the electromagnetic clutch is sufficiently solved. not,
There has been a demand for an electromagnetic clutch engagement control device that can solve the problem relating to the temperature rise of the electromagnetic clutch.

The first invention according to claim 1 has been made in view of the above-mentioned fact, and when the temperature detected from the electromagnetic clutch exceeds a predetermined value, the clutch is accompanied by slip rotation in which heat is easily generated. It is an object of the present invention to provide an electromagnetic clutch engagement control device capable of inhibiting engagement.

A second aspect of the present invention, in addition to solving the above-mentioned problems, has an object to reduce a shock generated when an electromagnetic clutch is engaged.

A third object of the present invention is to reduce the energy loss that occurs when each of the above-mentioned problems is solved.

A fourth object of the present invention is to control the slip rotation at the time of fastening so as to be efficiently eliminated.

[0012]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, first, an electromagnetic clutch engagement control device according to a first aspect of the invention is an electromagnetic clutch engagement control device capable of controlling an engagement capacity by an electromagnetic force. And a clutch control unit for instructing the electromagnetic clutch of an engagement capacity corresponding to the detected temperature T, wherein the clutch control unit is configured to detect when the detected temperature T exceeds a predetermined temperature T1. By controlling the rotational state of at least one of the input rotation and the output rotation of the electromagnetic clutch, the input and output rotations are substantially synchronized, and then the electromagnetic clutch is commanded to be engaged.
When the temperature exceeds a predetermined temperature T2, which is higher than the predetermined temperature T2, a command is issued to the electromagnetic clutch to prohibit engagement.

According to a second aspect of the present invention, the clutch control unit according to the first aspect, wherein the clutch control unit keeps the engagement capacity constant when the detected temperature T is a value from a predetermined temperature T1 to a predetermined temperature T2. The command is to gradually increase the time ratio.

According to a third aspect of the present invention, in the first or second aspect of the invention, the electromagnetic clutch is configured such that an engine is connected to an input side and a motor is connected to an output side to form a drive system of a vehicle. The synchronous engagement command or the engagement prohibition command from the clutch control unit is fed back to an integrated control unit that integrally controls an engine control unit that controls an engine and a motor control unit that controls a motor, and based on the feedback signal. At least one of the engine and the motor is controlled.

According to a fourth aspect of the present invention, there is provided an electromagnetic clutch engagement control device according to the third aspect, wherein the integrated control unit is capable of controlling the number of revolutions of the engine and has an engine motor controlled by the motor control unit. According to another aspect of the present invention, a command for controlling the number of revolutions of the engine motor is output to a motor control unit based on the feedback signal.

[0016]

According to the first aspect of the present invention, there is provided an electromagnetic clutch engagement control device, wherein when the detected temperature T of the electromagnetic clutch is a value from a predetermined temperature T1 to a predetermined temperature T2, at least one of the input rotation and the output rotation of the electromagnetic clutch. By controlling the rotational state of the clutch, the clutch is commanded to be engaged after the input and output rotations are substantially synchronized, so that heat generated at the time of engagement with slip rotation of the clutch input / output element is suppressed. Can be reduced in the temperature rise that occurs when fastening is performed. Further, in the first invention, when the detected temperature T of the electromagnetic clutch is higher than the predetermined temperature T2 higher than the predetermined temperature T1, the electromagnetic clutch is instructed to prohibit the engagement and the engagement of the electromagnetic clutch is avoided. The temperature rise of the electromagnetic clutch can be prevented.

Therefore, according to the first aspect of the invention, the electromagnetic clutch in a high temperature state can be detected and the engagement with slip rotation that easily generates heat at the time of engagement can be prohibited, so that the durability of the electromagnetic clutch can be improved. .

In the second invention, in the first invention,
The clutch control unit determines that the detected temperature T is a predetermined temperature T
When the value is from 1 to the predetermined temperature T2, a command is issued to gradually increase the fastening capacity at a constant rate, so that a shock due to sudden fastening can be prevented.

In the third invention, the first invention or the second invention
In the invention, the electromagnetic clutch is connected to an engine on an input side and a motor is connected to an output side to form a drive system of a vehicle, and the synchronous engagement command or the engagement prohibition command from the clutch control unit is an engine control unit and a motor. The feedback is fed back to the integrated control unit that integrally controls the control unit, and at least one of the engine and the motor is controlled based on the fed-back signal, so that the detected temperature T changes from the predetermined temperature T1 to the predetermined temperature T2.
The appropriate energy is supplied to the engine and the motor in accordance with the synchronous engagement control executed when the detected temperature T exceeds the predetermined temperature T2 or the synchronous engagement control executed when the detected temperature T exceeds the predetermined temperature T2. Can be minimized.

In a fourth aspect, in the third aspect,
It is possible to control the number of revolutions of the engine, having an engine motor controlled by the motor control unit,
Since the integrated control unit outputs a command for controlling the rotation speed of the engine motor to the motor control unit based on the feedback signal, the engine rotation speed when the electromagnetic clutch is engaged is increased and the input / output is performed. In synchronizing the rotation, the engine is basically in a no-load state, so that the rotation speed can be increased with a small driving torque of the engine motor, and the energy loss can be minimized.

[0021]

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 width of one pulley groove to increase or 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 main shaft 1b to a vehicle driving / regenerative braking motor 8 which is in parallel with the engine 1 through the main shaft 1b. Note that the vehicle drive / regenerative braking motor 8 is arranged in the space where the forward / reverse switching mechanism is installed in the general continuously variable transmission 2 in place of the forward / backward switching mechanism, so that a general continuously variable transmission is provided. The 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 control unit 15 controls the driving of the vehicle driving / regenerative braking motor 8 and the engine starting / generating motor 9 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. 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 sends the motor control unit 15 8 and 9 command the torque to be output, and in response, the motor control unit 15 It controls the inverter 16 to achieve the.

Here, the outline of the control in actual running will be described. During stop, the hybrid control unit 18 instructs the engine control unit 11 to stop the engine 1 and the clutch control unit to release the electromagnetic clutch 7. 13 to 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.

When the driver selects the forward running range from the stopped state and performs the starting operation by depressing the accelerator pedal, the hybrid control unit 18 firstly drives the motor 8 so as to rotate the motor 8 forward with the starting 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 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. 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 by the continuously variable transmission 2.
The reverse travel is enabled by transmitting the information through the vehicle. 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 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 powers 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.

Hereinafter, the engagement control of the electromagnetic clutch 7 aimed at by the present invention will be described based on the embodiment shown in FIGS.

FIG. 3 is a flowchart for detecting the clutch temperature T and selecting the engagement control mode. First, at step 110, the clutch temperature T is detected. The detected temperature T is estimated from a clutch coil temperature Tc or a clutch operating surface temperature Tp described later.

First, the initial temperature of the clutch coil temperature Tc or the clutch operating surface temperature Tp is initialized to the ambient temperature To around the electromagnetic clutch in an initial state such as when the clutch coil is not energized and when starting. The individual fastening control is started with the ambient temperature To being the detected temperature T. T = To ... (1)

When sufficient power is supplied to the clutch coil, the clutch coil temperature Tc and the clutch operating surface temperature Tp are calculated based on, for example, the following equation based on the potential difference Ec across the clutch coil and the shunt current value Ic. , And the individual fastening control is started with the initial temperature T1 as the detected temperature T. T = T1 = a × (Ec / Ic) −b (2) a: Coefficient determined by characteristics of clutch coil b: Constant determined by characteristics of clutch coil

Therefore, at the beginning of the control, the ambient temperature To
Is detected as an initial value, and from the state where a sufficient current is supplied to the electromagnetic clutch, the initial temperature T1 is detected as an initial value every time the control flow is reset.

Next, a method of estimating the clutch coil temperature Tc or the clutch operating surface temperature Tp updated every control cycle will be described.

First, the method of estimating the clutch coil temperature Tc will be described. First, the calorific value Q of the electromagnetic clutch necessary for estimating the clutch coil temperature Tc and the clutch operating surface temperature Tp is calculated from the following equation. Q = J × ΔN × Trq (3) J: heat equivalent of work ΔN: slip rotation speed generated between input and output elements of the clutch Trq: engagement torque capacity of the clutch

Next, the temperature rise ΔTc due to the heating of the clutch coil is calculated from the heat generation amount Q. ΔTc = Kc × Q (4) Kc: coefficient depending on clutch coil

At the same time, the previous clutch coil temperature Tc '
Based on the ambient temperature To and the clutch temperature change ΔTca due to heat conduction from the clutch coil to the atmosphere, the clutch temperature is calculated based on the previous clutch coil temperature Tc ′ and the previous clutch operating surface temperature Tp ′. A coil temperature change ΔTcp due to heat conduction from the operating surface to the clutch coil is calculated. ΔTca = Kca × (To−Tc ′) (5) Kca: coefficient ΔTcp = Kcp × (Tp′−Tc ′) (6) Kcp: coefficient

Thus, the coil temperature Tc is determined by the previous clutch coil temperature Tc 'and the above equations (4), (5),
It is calculated from the following equation based on (6). T = Tc = Tc ′ + ΔTc + ΔTca + ΔTcp (7)

Thereafter, until the detected temperature T is initialized, the individual fastening control is started with the coil temperature Tc as the detected temperature T.

Next, a method of estimating the clutch temperature Tp will be described. First, the temperature rise ΔTp due to the heating of the clutch operating surface is calculated from the heat value Q calculated from the above equation (3). ΔTp = Kp × Q (8) Kp: coefficient depending on clutch operation surface

At the same time, the previous clutch coil temperature Tc '
Then, the clutch operating surface temperature change ΔTpc due to heat conduction from the clutch coil to the clutch operating surface is calculated based on the previous clutch operating surface temperature Tp ′. ΔTpc = Kpc × (Tc′−Tp ′) (9) Kcp: coefficient

As a result, the clutch operating surface temperature Tp becomes
The previous clutch operating surface temperature Tp 'and the above equation (8),
It is calculated from the following equation based on (9). T = Tp = Tp '+ ΔTp + Tpc (10)

Thereafter, until the detected temperature T is initialized, the individual engagement control is started with the clutch operating surface temperature Tp as the detected temperature T.

[0049] Hereinafter, after step 120, the detected temperature T
The case where the clutch coil temperature Tc is taken in FIG.

At step 110, clutch coil temperature T
After c is estimated, the routine proceeds to step 120, where the clutch coil temperature Tc is set to a predetermined temperature T1 (for example, T1 = 200
° C) higher than the predetermined temperature T2 (for example, T2 = 270 °).
C) It is determined whether or not it is greater than or equal to. If it is determined in step 120 that the clutch coil temperature Tc is equal to or higher than the predetermined temperature T2, the process proceeds to step 130, and the forcible OFF control described below is executed.

At step 120, clutch coil temperature T
If it is determined that c is less than the predetermined temperature T2, step 1
The process proceeds to 40, where it is determined whether the clutch coil temperature Tc is equal to or higher than the predetermined temperature T1. If it is determined in step 140 that the clutch coil temperature Tc is equal to or higher than the predetermined temperature T1, the process proceeds to step 150, and executes the below-described intermediate capacity inhibition control.

At step 140, clutch coil temperature T
If it is determined that c is less than the predetermined temperature T1, step 1
The program proceeds to 60, where the clutch coil temperature Tc is reduced to the predetermined temperature T3.
(For example, T3 = 160 ° C.). In this step 160, the clutch coil temperature Tc
Is determined to be equal to or higher than the predetermined temperature T3, the clutch coil temperature Tc is determined to be in the stall-down control temperature region ΔTs, and the routine proceeds to step 170, where the above-described stall-down control is executed.

At step 160, clutch coil temperature T
If it is determined that c is less than the predetermined temperature T3, step 1
The routine proceeds to 80, where the normal engagement control described above is executed.

The same applies to the case where the clutch operating surface temperature Tp is taken as the detected temperature T. After the clutch operating surface temperature Tp is estimated in step 110, the process proceeds to step 120, where the clutch operating surface temperature Tp is set to a predetermined value. It is determined whether the temperature is equal to or higher than a predetermined temperature T2 higher than the temperature T1. This step 1
If it is determined in step 20 that the clutch operating surface temperature Tp is equal to or higher than the predetermined temperature T2 (for example, T2 = 400 ° C.), the process proceeds to step 130 to execute the forcible OFF control described later.

At step 120, clutch coil temperature T
If it is determined that c is less than the predetermined temperature T2, step 1
40, the clutch operating surface temperature Tp becomes the predetermined temperature T1.
(For example, T1 = 360 ° C.) or more. In this step 140, the clutch operating surface temperature Tp
Is determined to be equal to or higher than the predetermined temperature T1, step 1
Then, the process proceeds to 50, where the intermediate capacity prohibition control described later is executed.

At step 140, the clutch operating surface temperature T
If it is determined that p is less than the predetermined temperature T1, step 1
The routine proceeds to 60, where the clutch operating surface temperature Tp becomes the predetermined temperature T3.
(Eg, T3 = 320 ° C.). In this step 160, the clutch operating surface temperature Tp
Is determined to be equal to or higher than the predetermined temperature T3, it is determined that the clutch operating surface temperature Tp is within the stall-down control temperature region ΔTs, and the routine proceeds to step 170, where the above-described stall-down control is executed.

In step 160, the clutch operating surface temperature T
If it is determined that p is less than the predetermined temperature T3, step 1
The routine proceeds to 80, where the normal engagement control described above is executed.

FIG. 4 is a map relating to the flowchart of FIG. 3, and the normal engagement control mode, the stall down control mode, the intermediate capacity inhibition control mode, and the forcible OFF control mode are appropriately switched according to the rise of the detected temperature T. . Specifically, the map of FIG. 4 is switched in accordance with the rise of the clutch temperature T, and the normal engagement control mode selected when the clutch temperature T falls below the predetermined temperature T3, and the clutch temperature T falls below the predetermined temperature T3. A stall-down control mode selected when the temperature exceeds the predetermined temperature T1, an intermediate capacity inhibition control mode selected when the clutch temperature T exceeds the predetermined temperature T1, and a control when the clutch temperature T exceeds a predetermined temperature T2 higher than the predetermined temperature T1. And a forced OFF control mode to be selected.

In the normal engagement control mode and the stall down mode, the same engagement control as that of the related art is executed.
In the intermediate capacity inhibition control mode, the engagement is performed after the rotation of the clutch input / output element, for example, the rotation of the crankshaft 1a and the rotation of the main shaft 1b are substantially synchronized.
In the forced OFF control mode, the engagement is prohibited.

FIGS. 5A and 5B respectively show the forced OF.
5 is a flowchart for executing F control and intermediate capacity inhibition control, and these controls are executed by the clutch control unit 13 in FIG. FIG. 6 is a flowchart of the synchronous control executed by the hybrid control unit 18 in the intermediate capacity inhibition control mode.

Hereinafter, the forced OFF control and the intermediate capacity inhibition control will be described in detail with reference to FIG. 1, FIG. 3, FIG. 5 and FIG.

The forced OFF control is performed by selecting the forced OFF control mode in the temperature judgment of FIG. 3 and executing the flow of FIG. First, the forced OFF control is performed as shown in FIG.
In step 210 of (a), a forced OFF control signal indicating that forced OFF control is started is output to the hybrid control unit (see FIG. 1) 18, and the process proceeds to step 220. In step 220, the energization state of the electromagnetic clutch 7 is set to the release mode, and a release command is output to the electromagnetic clutch 7. Thus, when the detected temperature T is abnormally high, the electromagnetic clutch 7 is released.

The intermediate capacity inhibition control is performed by selecting the intermediate capacity inhibition control mode in the temperature judgment of FIG. 3 and executing the flow of FIG. 5B. In the intermediate capacity prohibition control, first, in step 310 of FIG. 5B, an intermediate capacity prohibition control signal indicating that the intermediate capacity prohibition control is started is output to the hybrid control unit 18, and the process proceeds to step 320. At 320, it is determined whether a synchronization signal indicating that the input rotation speed (engine rotation speed) of the electromagnetic clutch 7 and the output rotation speed (primary rotation speed of the continuously variable transmission 4) substantially match is input.

When it is detected in step 320 that the clutch engagement signal from the hybrid control unit 18 has been input, the flow proceeds to step 330. If the input of the synchronization signal has not been detected, the engagement control mode determination flow of FIG. Return to

At step 330, it is determined whether or not the energization state of the electromagnetic clutch 7 is set to the release mode. If the energization state is the release mode, the process proceeds to step 340 to output a release command to the electromagnetic clutch 7. I do. Thereby, the electromagnetic clutch 7 is released by the normal control.

On the other hand, if it is determined in step 330 that the energized state is not the release mode, the process proceeds to step 350,
It is determined whether or not a transition is currently being made from the release mode to a control other than the release mode. However, the control other than the release mode is
For example, it refers to control to start engagement from a state in which the accelerator pedal is depressed, control to start engagement from a state in which the accelerator pedal is released, or control to start engagement with slip rotation.

If it is determined in step 350 that the control is in the transition from the release mode to the other control, step 3
The process proceeds to 60, where a command is supplied to the clutch coil of the electromagnetic clutch 7 to supply a current in a ramp shape. This makes it possible to gradually increase the engagement capacity at a fixed time ratio after the input and output rotations of the electromagnetic clutch 7 are substantially synchronized.

On the other hand, if it is determined in step 350 that the transition from the release mode to the other control is not in progress, the electromagnetic clutch 7 is determined to be in the engaged state, and the process proceeds to step 370 to further secure the engaging force. Instructs the clutch coil to supply the maximum current.

Incidentally, the hybrid control unit 18
6, the flowchart shown in FIG. 6 is executed simultaneously with the clutch control unit 13, and the synchronous control for the input / output rotation of the electromagnetic clutch 7 is performed. This control flow covers the entire clutch engagement control.

The hybrid control unit 18 first determines in step 410 whether or not the intermediate capacity inhibition control signal has been input from the clutch control unit 13. If the intermediate capacity inhibition control signal is input, the process proceeds to step 420. By controlling the rotation state of at least one of the input rotation and the output rotation of the electromagnetic clutch 7, a synchronous control for these input / output rotations is executed. Specifically, for example, the engine start /
A command is issued to control the rotation speed of the power generation motor 9, and control is performed via the motor 9 so that the rotation speed of the engine 1 substantially matches the primary rotation speed of the continuously variable transmission 4.

Thereafter, at step 430, the engine 1
And the primary rotation speed of the continuously variable transmission 4 are detected, and it is determined in step 440 whether the engine rotation speed and the primary rotation speed are synchronized. In this case, step 4
Step 430 until it is determined that synchronization is completed in 40
When it is determined in step 440 that the synchronization has been completed, the process proceeds to step 450 to output a clutch engagement signal to the clutch control unit 13.

If it is determined in step 410 that the intermediate capacity prohibition control signal has not been input, step 460 is executed.
Then, it is determined whether or not the existing engagement control mode without synchronous control is selected. If the existing engagement control mode without synchronous control is selected, step 4 is performed.
70, and control is performed such that the fastening based on the fastening control is performed. Otherwise, it is determined that the existing fastening control mode with synchronous control has been selected.
The process proceeds to 20 to execute the synchronization control.

As is apparent from the above description, the engagement control device according to the present embodiment, when the detected temperature T of the electromagnetic clutch 7 is a value from the predetermined temperature T1 to the predetermined temperature T2, as shown in FIG. The intermediate capacity prohibition control is executed, and after the input and output rotations of the electromagnetic clutch 7 are substantially synchronized, a command is issued to the electromagnetic clutch 7 so as to suppress the heat generated at the time of engagement involving slip rotation of the clutch input / output element. Therefore, it is possible to reduce a rise in temperature that occurs when the electromagnetic clutch 7 is engaged. Further, when the detected temperature T of the electromagnetic clutch 7 exceeds the predetermined temperature T2 higher than the predetermined temperature T1, the forced OFF control is executed, and the electromagnetic clutch 7 is instructed to prohibit the engagement and the engagement of the electromagnetic clutch 7 is avoided. Therefore, it is possible to prevent the temperature of the electromagnetic clutch 7 from rising.

Therefore, according to this embodiment, it is possible to detect the electromagnetic clutch 7 in a high temperature state and to prohibit the engagement with slip rotation that easily generates heat at the time of engagement, thereby improving the durability of the electromagnetic clutch 7. Can be.

As shown in step 360 of FIG. 5, the clutch control unit 13 determines that the detected temperature T has reached the predetermined temperature T1.
If the current value is in the range from to the predetermined temperature T2, the current value i is supplied to the electromagnetic clutch 7 in the form of a ramp to instruct the electromagnetic clutch 7 to gradually increase the engagement capacity at a constant time rate. Can be prevented.

Further, in the present embodiment, the electromagnetic clutch 7 is connected to the engine 1 on the input side and the drive motor 8 is connected to the output side to form a drive system of the vehicle. The engagement prohibition command is fed back to the engine control unit 11 for controlling the engine 1 and the hybrid control unit 18 for integrally controlling the motor control units for controlling the motors 8 and 9. Based on the feedback signal, the engine 1 or the drive motor is controlled. 8 is controlled, the intermediate capacity inhibition control executed when the detected temperature T is a value from the predetermined temperature T1 to the predetermined temperature T2, or executed when the detected temperature T exceeds the predetermined temperature T2. Compulsory O
Appropriate energy is supplied to the engine 1 and the drive motor 8 according to the FF control, so that energy loss can be minimized.

In particular, in the present embodiment, the number of revolutions of the engine 1 is controllable, the engine 1 has an engine start / power generation motor 9 controlled by a motor control unit 15, and the hybrid control unit 18 If the command for controlling the rotation speed of the engine start / power generation motor 9 is output to the motor control unit 15 on the basis of the above, when the electromagnetic clutch 7 is engaged, the engine rotation is increased to synchronize the input / output rotation. Since the engine 1 is basically in a no-load state, the engine start motor 9
The rotation speed can be increased with a small driving torque, and the energy loss can be minimized.

[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 flowchart illustrating a determination program for selecting an engagement control mode according to a clutch temperature condition.

FIG. 4 is a map for explaining the engagement control mode of FIG. 3;

FIGS. 5A and 5B are flowcharts showing programs of a forced OFF control and an intermediate capacity inhibition control, respectively, which are executed by a clutch control unit.

FIG. 6 is a flowchart showing a synchronous control program executed by the hybrid control unit.

FIG. 7 is a map for explaining a conventional engagement control mode.

[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

Continuation of the front page (72) Inventor Yukihiko Deshio 1-1, Yoshiwara-cho, Fuji City, Shizuoka Prefecture Inside JATCO Trans Technology Co., Ltd. (72) Inventor Hiroshi Fujisawa 1-1, Yoshiwara-cho, Fuji City, Fuji City, Shizuoka Prefecture JATCO Within Trans Technology Co., Ltd. (72) Inventor Fumihiko Nishiwaki 6-1-2 Hamayama-dori, Hyogo-ku, Kobe-shi, Hyogo Mitsubishi Electric Control Software Co., Ltd. F-term (reference) 3J057 AA01 BB08 GA03 GA17 GA65 GA66 GA71 GA74 GB02 GB10 GB13 GB14 GB21 GE05 GE10 GE13 HH02 JJ01

Claims (4)

[Claims] An apparatus for controlling the engagement of an electromagnetic clutch capable of controlling an engagement capacity by an electromagnetic force, comprising: a clutch temperature detecting means for detecting a clutch temperature; and a command for the engagement capacity according to the detected temperature T to the electromagnetic clutch. A clutch control unit, wherein when the detected temperature T exceeds a predetermined temperature T1, the input / output rotation is substantially controlled by controlling at least one of the input rotation and the output rotation of the electromagnetic clutch. While the synchronous clutch is commanded to be engaged after synchronization, when the detected temperature T exceeds a predetermined temperature T2 higher than the predetermined temperature T1, the electromagnetic clutch is commanded to prohibit engagement. An electromagnetic clutch engagement control device. 2. The clutch control unit according to claim 1, wherein when the detected temperature T is a value between a predetermined temperature T1 and a predetermined temperature T2, the clutch control unit gradually increases the engagement capacity at a constant time rate. An electromagnetic clutch engagement control device characterized by issuing a command. 3. The electromagnetic clutch according to claim 1, wherein an engine is connected to an input side and a motor is connected to an output side of the electromagnetic clutch to form a drive system of a vehicle. The engagement prohibition command is fed back to an integrated control unit that integrally controls an engine control unit that controls the engine and a motor control unit that controls the motor, and at least one of the engine and the motor is controlled based on the fed-back signal. An engagement control device for an electromagnetic clutch for an electric vehicle. 4. The engine according to claim 3, further comprising an engine motor that is capable of controlling the number of revolutions of the engine and is controlled by the motor control unit, wherein the integrated control unit is based on the feedback signal. An engagement control device for an electromagnetic clutch for an electric vehicle, wherein a command for controlling the number of revolutions of an engine motor is output to a motor control unit.