JP2007050860A - Torque transmission device, its control device and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve regenerative efficiency of a motor generator in a torque transmission device equipped with the motor generator. <P>SOLUTION: This torque transmission device 1 for transmitting output torque of an engine 8 to a transmission 9 and assisting the engine 8 is provided with a first input member 21 connected with a flywheel 82; an input shaft 91 of the transmission 9; the motor generator 3 enabling torque transmission between the motor generator 3 and the input shaft 91; and a speed change mechanism 4 arranged between the input shaft 91 and the motor generator 3 and capable of changing the speed of rotating motion transmitted from one of the input shaft 91 and the motor generator 3 to the other. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a torque transmission device, a control device thereof, and a control method thereof, and more particularly to a torque transmission device provided with a motor generator, a control device thereof, and a control method thereof.

  In recent years, a torque transmission device provided with a motor generator has been proposed in order to improve the fuel efficiency of an automobile. As this type of torque transmission device, for example, a hybrid drive device in which a wet multi-plate clutch and a motor generator are arranged between an engine and a transmission is known (see, for example, Patent Document 1).

  The hybrid drive device includes a first clutch that transmits or blocks torque between the flywheel and the motor generator, and a second clutch that transmits or blocks torque between the motor generator and the input shaft of the transmission. Yes. When the output torque of the engine is transmitted to the transmission or when the output torque of the engine and the motor generator is transmitted to the transmission, the first clutch and the second clutch are connected. When only the output torque of the motor generator is transmitted to the transmission, the first clutch is disconnected and the second clutch is connected. Further, when regeneration is performed by the motor generator, the first clutch is disconnected and the second clutch is connected, and the rotational movement on the transmission side is transmitted to the rotor.

As described above, in this hybrid drive device, the drive source is selected by the first clutch and the second clutch in accordance with the efficiency of the engine, or regeneration is performed by the motor generator to convert the kinetic energy into electric energy. The vehicle's kinetic energy is effectively used to improve fuel efficiency.
JP 2002-87080 A

  Various improvements have been made to the torque transmission device described above for the purpose of further improving fuel consumption. For example, in this torque transmission device, since the kinetic energy of the vehicle is effectively used during regeneration by the motor generator, improvement in the regeneration efficiency of the motor generator greatly affects fuel consumption. Therefore, it is required to improve the regeneration efficiency of the motor generator in order to improve the fuel consumption.

  The subject of this invention is improving the regeneration efficiency of a motor generator in the torque transmission device provided with the motor generator.

  The torque transmission device according to claim 1 is a torque transmission device for assisting the engine while transmitting the output torque of the engine to the transmission, and includes an input side member connected to the engine side member, and a transmission side member The output side member connected to the member, the motor generator capable of transmitting torque between the output side member, and the output side member and the motor generator disposed between the output side member and the motor generator and transmitted from one of the output side member and the motor generator to the other And a speed change mechanism capable of changing the speed of the rotational movement.

  The regeneration efficiency of the motor generator varies depending on the rotational speed of the rotor of the motor generator. Specifically, although depending on the inherent characteristics of the motor generator, generally, the regeneration efficiency of the motor generator improves as the rotational speed of the rotor increases. In this torque transmission device, since the speed change mechanism is provided between the output side member and the motor generator, the rotational speed of the motor generator can be increased compared to the rotational speed of the output side member. Thereby, the regeneration efficiency of the motor generator can be improved as compared with the conventional case.

  According to a second aspect of the present invention, in the torque transmission device according to the first aspect, the speed change mechanism can increase the speed of the rotational motion transmitted from the output side member to the motor generator.

  In this torque transmission device, the rotational speed of the rotor of the motor generator can be increased compared to the rotational speed of the output side member, and the regeneration efficiency of the motor generator can be improved.

  According to a third aspect of the present invention, the torque transmission device according to the first or second aspect further includes a housing for accommodating the motor generator and the speed change mechanism therein. The motor generator has a stator and a rotor arranged to be rotatable relative to the stator. The speed change mechanism includes a ring gear mounted on the rotor, a plurality of planetary gears that mesh with the ring gear, a carrier that connects the plurality of planetary gears and the output side member, and a sun gear that meshes with the plurality of planetary gears.

  In this torque transmission device, since the speed change mechanism has the planetary gear mechanism, the regeneration efficiency of the motor generator can be improved while suppressing an increase in the axial dimension.

  According to a fourth aspect of the present invention, the torque transmission device according to the third aspect further includes a second clutch in which the speed change mechanism transmits or blocks torque between the sun gear and the housing.

  In this torque transmission device, since the sun gear can be fixed to the housing by connecting the second clutch, the rotational speed of the rotor can be reliably increased by the planetary gear and the ring gear.

  According to a fifth aspect of the present invention, in the torque transmission device according to the third or fourth aspect, the speed change mechanism further includes a third clutch that transmits or blocks torque between any two of the ring gear, the planetary gear, and the sun gear.

  As described above, when the rotational speed of the rotor is increased, the regeneration efficiency of the motor generator is improved. However, when the rotational speed of the rotor exceeds a certain value, the regeneration efficiency decreases as the rotational speed of the rotor increases. In this torque transmission device, the relative motion of any two of the ring gear, the planetary gear, and the sun gear can be restricted by connecting the third clutch. That is, the speed change by the speed change mechanism is not performed. Thereby, even when the rotational speed of the rotor exceeds a certain value, it is possible to prevent a reduction in the regeneration efficiency of the motor generator.

  According to a sixth aspect of the present invention, the torque transmission device according to any one of the first to fifth aspects further includes a first clutch for transmitting or interrupting torque between the input side member and the motor generator.

  In this torque transmission device, it is possible to prevent the friction loss in the engine from being transmitted to the motor generator by disengaging the first clutch at the time of regeneration, and more effectively use the kinetic energy of the vehicle. .

  The regenerative control device according to claim 7 is disposed so as to be relatively rotatable on the input side member connected to the engine side member, the output side member connected to the transmission side member, and the inner peripheral side of the stator and the stator. A motor generator capable of transmitting torque to and from the output side member, and a rotation arranged between the output side member and the motor generator and transmitted from one of the output side member and the motor generator to the other A regenerative control device for a torque transmission device having a speed change mechanism capable of changing the speed of movement, the regenerative control unit for determining the start and stop of regeneration based on the running state of the vehicle, and the rotational speed of the rotor A rotation speed detection unit for detecting the shift, a shift switching unit for switching the shift of the transmission mechanism, a regenerative control unit, a regeneration speed detection unit, and a shift switching unit connected to the shift switching unit. And a control unit. The shift control unit compares the rotation speed output from the rotation speed detection unit with a preset reference rotation speed when the regeneration start signal is input from the regeneration control unit, and the rotation speed is set to the reference rotation speed. A determination is made as to whether or not the shift is exceeded, and a shift switching signal is output to the shift switching unit based on the determination result.

  As described above, when the rotational speed of the rotor is increased, the regeneration efficiency of the motor generator is improved. However, when the rotational speed of the rotor exceeds a certain value, the regeneration efficiency decreases as the rotational speed of the rotor increases. In this regenerative control device, the shift control unit compares the rotation speed of the rotor with the reference rotation speed, and can switch the shift in the transmission mechanism depending on whether or not the rotation speed of the rotor exceeds the reference rotation speed. That is, in this regeneration control device, it is possible to increase the rotational speed of the rotor so as to improve the regeneration efficiency of the motor generator, or not to increase the rotational speed of the rotor so that the regeneration efficiency does not decrease. Thereby, in this regeneration control device, the regeneration efficiency of the motor generator can be improved as compared with the conventional case.

  The regeneration control device according to an eighth aspect of the present invention is the regeneration control device according to the seventh aspect, wherein the shift control unit increases the speed of the rotational motion transmitted from the output side member to the rotor only when the detected rotational speed is equal to or lower than the reference rotational speed. .

  The regenerative control device according to claim 9 is the regeneration control device according to claim 7 or 8, wherein the transmission gear is attached to the rotor, the plurality of planetary gears meshed with the ring gear, the plurality of planetary gears, and the carrier that connects the output side member, A sun gear that meshes with a plurality of planetary gears; a second clutch that transmits or blocks torque between the sun gear and the housing; and a third clutch that transmits or blocks torque between any two of the ring gear, the planetary gear, and the sun gear. ing. The shift control unit can switch between connection and disconnection of the second and third clutches.

  In this regenerative control device, since the shift control unit can switch the connection and disconnection of the second and third clutches, the shift of the transmission mechanism can be switched by the second and third clutches.

  According to a tenth aspect of the present invention, an input side member coupled to an engine side member, an output side member coupled to a transmission side member, and an inner peripheral side of the stator and the stator are disposed so as to be relatively rotatable. A motor generator capable of transmitting torque between the output side member and the output side member, and a rotary motion arranged between the output side member and the motor generator and transmitted from one of the output side member and the motor generator to the other A torque transmission device control method comprising a speed change mechanism capable of shifting the speed of the motor generator and a regeneration control device for controlling regeneration of the motor generator, the rotational speed detection step for detecting the rotational speed of the rotor in the regeneration control device; The rotation speed detected in the regenerative control device is compared with a preset reference rotation speed, and the detected rotation speed exceeds the reference rotation speed. A determination step of determining whether Luke, based on the determination result from step determination in the regeneration control device and a gear shifting process of switching the shift in the transmission mechanism.

  Since this control method includes a rotational speed detection step, a determination step, and a shift switching step, the rotational speed of the rotor is not increased or the regeneration efficiency is not lowered so that the regeneration efficiency of the motor generator is improved. Thus, the rotational speed of the rotor can not be increased. Thereby, in this regeneration control device, the regeneration efficiency of the motor generator can be improved as compared with the conventional case.

  A control method according to an eleventh aspect of the present invention is the control method according to the tenth aspect, wherein the speed of the rotational motion transmitted from the output side member to the rotor is increased only when the detected rotational speed is equal to or lower than the reference rotational speed in the shift switching step.

  A control method according to a twelfth aspect of the present invention is the control method according to the tenth or eleventh aspect, wherein a ring gear in which the speed change mechanism is mounted on the rotor, a plurality of planetary gears meshing with the ring gear, a plurality of planetary gears, and a carrier that connects the output side member; A sun gear that meshes with the planetary gear, a second clutch that transmits or blocks torque between the sun gear and the housing, and a third clutch that transmits or blocks torque between any one of the ring gear, the planetary gear, and the sun gear. Yes. In the shift switching step, the second clutch is connected and the third clutch is disconnected when the detected rotational speed is equal to or lower than the reference rotational speed, and the second clutch is engaged when the detected rotational speed exceeds the reference rotational speed. Is disconnected and the third clutch is engaged.

  In this control method, since the connection and disconnection of the second and third clutches can be switched according to the rotational speed of the rotor, the rotational speed of the rotor that improves the regeneration efficiency of the motor generator can be selected. Thereby, the regeneration efficiency of the motor generator can be further improved.

  In the torque transmission device according to the present invention, the regenerative efficiency of the motor generator can be improved by providing a speed change mechanism between the motor generator and the output side member.

  In the regeneration control device and the control method according to the present invention, the rotational speed of the rotor that improves the regeneration efficiency of the motor generator can be selected, and the regeneration efficiency of the motor generator can be improved.

  Embodiments of the present invention will be described with reference to the drawings.

A. First Embodiment Configuration of Torque Transmission Device FIG. 1 shows a configuration diagram of a torque transmission device 1 as a first embodiment of the present invention, and FIG. 2 shows a schematic longitudinal sectional view of the torque transmission device 1 as a first embodiment of the present invention. The torque transmission device 1 is a device for transmitting the output torque of the engine 8 to the transmission 9, and as shown in FIGS. 1 and 2, the housing 5, the damper mechanism 6, the first clutch 2, the motor generator 3 and a speed change mechanism 4.

(1) Housing 5
As shown in FIGS. 1 and 2, the housing 5 accommodates the first clutch 2, the motor generator 3, and the transmission mechanism 4 therein, and includes a first housing 51, a second housing 52, and a third housing 53. And have.

  The first housing 51 is a cylindrical member disposed on the outer peripheral side of the first clutch 2, the motor generator 3, and the speed change mechanism 4, and is fixed to the housing 81 of the engine 8 as shown in FIG. 2. The second housing 52 is disposed on the transmission 9 side of the first housing 51 and is fixed to the first housing 51. The first and second housings 51 and 52 are fixed to a housing 92 on the transmission 9 side. The third housing 53 is fixed to the inner peripheral side of the first housing 51 together with the stator 31 of the motor generator 3 described later. The input shaft 91 (output-side member) of the transmission 9 passes through the second housing 52, and the penetrating portion is sealed by the first seal member 52a. The first input member 21 of the first clutch 2 passes through the third housing 53, and the penetrating portion is sealed by the second seal member 53a.

(2) Damper mechanism 6
The damper mechanism 6 is for absorbing rotational vibration due to combustion fluctuations of the engine 8, and is connected to the flywheel 82 of the engine 8. As shown in FIG. 2, the damper mechanism 6 has a torque limiting portion 6a for preventing transmission of excessive torque on the outer peripheral portion. The damper mechanism 6 is spline-engaged with a first input member 21 (input side member) of the first clutch 2 described later. The output torque of the engine 8 is input to the first input member 21 via the flywheel 82 and the damper mechanism 6. Since the configuration of the damper mechanism 6 is not different from the conventional one, a detailed description thereof is omitted.

(3) First clutch 2
FIG. 3 is a schematic longitudinal sectional view around the first clutch 2. The first clutch 2 is a wet multi-plate clutch for transmitting or interrupting torque between the damper mechanism 6 and a motor generator 3 described later. As shown in FIG. The friction coupling portion 22, the first urging force generation mechanism 23, the first output member 24, and the first locking member 25 are included. The first input member 21 is supported by the first bearing 53 b so as to be rotatable relative to the third housing 53. The first output member 24 and the first locking member 25 are fixed to a rotor 32 of the motor generator 3 described later so as to be integrally rotatable. The first locking member 25 is supported by the second bearing 53 c so as to be rotatable relative to the third housing 53.

  The first friction coupling portion 22 is for coupling the first input member 21 and the first output member 24 by frictional force, and has a plurality of first drive plates 22a and a plurality of first driven plates 22b. is doing. The first drive plate 22a is an annular plate member, and is engaged with the outer peripheral portion of the first input cylindrical portion 21a so as not to be relatively rotatable and relatively movable in the axial direction. The first driven plate 22b is an annular plate member, and is engaged with the inner peripheral portion of the first output member 24 so as not to be relatively rotatable and relatively movable in the axial direction. The first drive plates 22a and the first driven plates 22b are alternately arranged in the axial direction.

  The first urging force generating mechanism 23 is for applying an urging force in the axial direction to the first friction coupling portion 22, and includes a first piston 23a, a first holding member 23b, and a first elastic member 23c. ing. The first piston 23a is an annular member, and is engaged with the first output member 24 so as to be relatively movable in the axial direction. The first holding member 23 b is an annular member fixed to the first output member 24. The engaging portion between the outer peripheral portion of the first holding member 23b and the first piston 23a is sealed. The first elastic member 23c is disposed in a compressed state between the first piston 23a and the first holding member 23b in the axial direction. An annular first hydraulic chamber 23 d is formed between the first piston 23 a and the first output member 24. An annular first hydraulic pressure cancel chamber 23e is formed between the first piston 23a and the first holding member 23b.

(4) Motor generator 3
The motor generator 3 is a power source for assisting the engine 8, and includes a stator 31 and a rotor 32. The stator 31 is an annular member fixed to the inner periphery of the housing 5. The stator 31 is wound with a coil 33 and is electrically connected to a battery (not shown) mounted on the vehicle. The rotor 32 is an annular member disposed on the inner peripheral side of the stator 31 so as to be relatively rotatable, and has a rotor magnet made of a permanent magnet on the outer peripheral side. The first output member 24, the first locking member 25, and a ring gear 41 described later are fixed to the rotor 32. Therefore, the rotor 32, the first output member 24, the first locking member 25, and the ring gear 41 rotate together.

(5) Transmission mechanism 4
FIG. 4 is a schematic vertical sectional view around the transmission mechanism 4. The speed change mechanism 4 is for changing the rotational speed transmitted between the transmission 9 and the motor generator 3, and as shown in FIG. 4, the planetary gear mechanism 40, the second clutch 44, the third clutch 47, have.

1) Planetary gear mechanism 40
The planetary gear mechanism 40 is for shifting the rotational speed between the motor generator 3 and the transmission 9, and includes a ring gear 41, a plurality of planetary gears 42, a sun gear 43, a first carrier 42c, and a second carrier 42e. have. The ring gear 41 is an annular member fixed to the rotor 32 as shown in FIG. The planetary gear 42 is disposed on the inner peripheral side of the ring gear 41 and meshes with the ring gear 41. The sun gear 43 is disposed on the inner peripheral side of the plurality of planetary gears 42 and meshes with the planetary gears 42. The planetary gear 42 is provided with a pin 42a through a third bearing 42b so as to be relatively rotatable.

  The first carrier 42c and the second carrier 42e are annular members disposed on the engine 8 side and the transmission 9 side of the planetary gear 42, and are attached to the third bearing 42b. That is, the planetary gear 42 is connected in the circumferential direction by the first carrier 42c and the second carrier 42e.

  The first carrier 42c is disposed on the outer peripheral side of the second housing 52, and is supported by the fourth bearing 52c so as to be rotatable relative to the second housing 52. The first carrier 42 c is spline-engaged with the end of the input shaft 91 of the transmission 9. The first output member 24 is inserted into the outer periphery of the first carrier 42c, and the first output member 24 is supported by the fifth bearing 52d so as to be rotatable relative to the first carrier 42c. The first input member 21 is supported by the sixth bearing 21b so as to be rotatable relative to the first carrier 42c, and is supported by the sixth bearing 21c so as not to move relative to the first carrier 42c in the axial direction. Has been.

  The second carrier 42e is disposed on the opposite side of the first carrier 42c with respect to the planetary gear 42. A third friction coupling portion 48 of a third clutch 47, which will be described later, is engaged with the outer periphery of the second carrier 42e so as not to be relatively rotatable and to be relatively movable in the axial direction.

2) Second clutch 44
The second clutch 44 is a wet multi-plate clutch for transmitting or interrupting torque between the sun gear 43 and the housing 5, and has a second friction coupling portion 45 and a second urging force generating mechanism 46. . The second frictional connection part 45 is for connecting the sun gear 43 and the housing 5 by frictional force, and has a plurality of second drive plates 45a and a plurality of second driven plates 45b. The second drive plate 45a is an annular plate member and is engaged with the outer peripheral portion of the sun gear 43 so as not to be relatively rotatable and relatively movable in the axial direction. The second driven plate 45b is an annular plate member, and is engaged with a plurality of support members 45c fixed to the second housing 52 so as not to be relatively rotatable and to be relatively movable in the axial direction. The second drive plate 45a and the second driven plate 45b are alternately arranged in the axial direction.

  The second urging force generating mechanism 46 is for applying an urging force in the axial direction to the second frictional connecting portion 45, and includes a second piston 46a, a second holding member 46b, a second elastic member 46c, and a second elastic member 46c. And a locking member 46f. The second piston 46a is an annular member, and is engaged with the second locking member 46f so as to be relatively movable in the axial direction. The second holding member 46b is an annular member fitted into the support member 45c. The second elastic member 46c is disposed in a compressed state between the second piston 46a and the second holding member 46b in the axial direction. An annular second hydraulic chamber 46d is formed between the second locking member 46f and the second piston 46a in the axial direction. An annular second hydraulic pressure cancellation chamber 46e is formed between the second locking member 46f and the second piston 46a in the radial direction.

3) Third clutch 47
The third clutch 47 is a wet multi-plate clutch for transmitting or interrupting torque between the planetary gear 42 and the sun gear 43, and has a third friction coupling portion 48 and a third urging force generating mechanism 49. . The third frictional connection portion 48 is for connecting the planetary gear 42 and the sun gear 43 by frictional force, and has a plurality of third drive plates 48a and a plurality of third driven plates 48b. The third drive plate 48a is an annular plate member, and is engaged with the outer peripheral portion of the second carrier 42e so as not to be relatively rotatable and relatively movable in the axial direction. The third driven plate 48b is an annular plate member, and is engaged with the sun gear 43 so as not to be relatively rotatable and relatively movable in the axial direction. The third drive plates 48a and the third driven plates 48b are alternately arranged in the axial direction.

  The third urging force generating mechanism 49 is for applying an urging force in the axial direction to the third friction coupling portion 48, and has a third piston 49a, a third holding member 49b, and a third elastic member 49c. ing. The third piston 49a is an annular member and is engaged with the sun gear 43 so as to be relatively movable in the axial direction. The third holding member 49 b is an annular member fixed to the sun gear 43. The engaging portion between the outer peripheral portion of the third holding member 49b and the third piston 49a is sealed. The third elastic member 49c is disposed in a compressed state between the third piston 49a and the third holding member 49b in the axial direction. An annular third hydraulic chamber 49 d is formed between the third piston 49 a and the sun gear 43. An annular third hydraulic pressure cancel chamber 49e is formed between the third piston 49a and the third holding member 49b.

2. Regarding the relationship between the rotational speed of the rotor and the regeneration efficiency The motor generator generates a driving force by electrical energy and performs regeneration to convert the rotational motion transmitted from the transmission into electrical energy. By performing regeneration with the motor generator, the kinetic energy of the vehicle can be converted into electric energy and reused. Therefore, the regeneration efficiency of the motor generator greatly affects the fuel consumption of the vehicle.

  Although depending on the tuning state of the motor generator, generally, the regeneration efficiency of the motor generator varies depending on the rotational speed of the rotor. FIG. 5 shows the relationship between the rotor rotation speed and the regeneration efficiency. The graph of FIG. 5 is only an example, and the relationship between the rotation speed and the regeneration efficiency varies depending on the tuning state.

  As is clear from FIG. 5, the regeneration efficiency of the motor generator is improved when the rotational speed of the rotor is increased. When the rotational speed of the rotor exceeds a certain value, the regeneration efficiency gradually decreases as the rotational speed of the rotor increases. In the case of FIG. 5, the relationship between the rotational speed of the rotor and the regeneration efficiency changes with the rotational speed of the rotor at 4000 to 5000 rpm. Therefore, the regeneration efficiency of the motor generator can be improved within a certain range by increasing the rotational speed of the rotor compared to the rotational speed of the input shaft of the transmission during regeneration.

3. Regarding the gear ratio and operation of the speed change mechanism 4, as described above, the regenerative efficiency of the motor generator is improved when the rotational speed of the rotor is increased. However, in the conventional torque transmission device, the rotational speed is not shifted between the input shaft of the transmission and the rotor during regeneration. Therefore, only regeneration efficiency corresponding to the rotation speed on the transmission side can be obtained.

  Therefore, in the torque transmission device 1 according to the present invention, the speed change mechanism 4 is configured to change the rotational speed between the input shaft of the transmission and the rotor. Specifically, the torque transmission device 1 is configured such that the transmission gear ratio can be changed by the transmission mechanism 4 between the forward drive of the engine 8 and the motor generator 3 and the reverse drive that is the regeneration of the motor generator 3. . FIG. 6 shows a speed diagram of the speed change mechanism 4. FIG. 6 shows a case where the number of teeth Nr, Np, and Ns of the ring gear 41, the planetary gear 42, and the sun gear 43 is Nr = 63, Np = 39, and Ns = 24. In FIG. 6, “S” indicates the sun gear 43, “C” indicates the first carrier 42 c, and “R” indicates the ring gear 41.

  During normal driving, the second clutch 44 of the speed change mechanism 4 is disconnected and the third clutch 47 is connected. When the third clutch 47 is connected, the relative rotation of the planetary gear 42 and the sun gear 43 is restricted. As a result, the ring gear 41, the planetary gear 42, and the sun gear 43 rotate together. Thus, during forward driving, the speed change mechanism 4 does not change the speed and the rotation of the engine 8 and the motor generator 3 is transmitted to the transmission 9 as it is. In FIG. 6, this state is indicated by a speed line A.

  On the other hand, when the motor generator 3 is driven in reverse, the second clutch 44 is connected and the third clutch 47 is disconnected. As a result, the sun gear 43 is fixed to the housing 5, and the rotational speed is changed between the planetary gear 42 and the ring gear 41. In the case of the gear ratio described above, the rotational speed of the ring gear 41 is 1.381 times the rotational speed of the first carrier 42c, that is, the input shaft 91, as shown in FIG. In FIG. 6, this state is indicated by a speed line B.

  This will be described with reference to FIG. 5 described above. For example, when the rotational speed of the input shaft 91 of the transmission 9 is 2000 rpm, the regenerative efficiency of the motor generator 3 is about 85%. On the other hand, when the rotational speed of the rotor 32 is increased by the speed change mechanism 4, the rotational speed of the rotor 32 is about 2800 rpm. As a result, the regeneration efficiency of the motor generator 3 increases to about 88%.

  Thus, by increasing the rotational speed of the rotor 32 as compared with the rotational speed on the transmission 9 side by the speed change mechanism 4, the regeneration efficiency of the motor generator 3 can be improved as compared with the conventional one.

4). About Control Method As described above, the motor generator can improve the regeneration efficiency when the rotational speed of the rotor is within a range of 0 to 5000 rpm as shown in FIG. When the rotational speed of the rotor exceeds 5000 rpm, the regeneration efficiency of the motor generator decreases. Therefore, in order to further improve the regeneration efficiency, the rotational speed of the rotor 32 is not necessarily increased by the speed change mechanism 4 during reverse driving, but it is necessary to switch between speed increase or no speed change according to the rotational speed of the rotor 32. is there. Here, the control will be described.

  FIG. 7 shows a schematic configuration diagram of the regeneration control device 70. The regeneration control device 70 is for controlling regeneration in the motor generator 3 and shift switching in the speed change mechanism 4 based on signals from the respective parts, etc., and includes a rotational speed detection unit 72, a motor generator control unit 77, An inverter 73, a battery 74, a hydraulic pressure control unit 75 (shift switching unit), a regeneration control unit 71, and a shift control unit 76 are provided. The regeneration control device 70 constitutes a part of a vehicle torque transmission control device (not shown), for example.

  The rotation speed detection unit 72 is for detecting the rotation speed of the rotor 32, and includes a rotation speed sensor 72a and a speed conversion unit 72b. The rotational speed sensor 72 a is for detecting the rotational speed of the rotor 32, and is disposed in the vicinity of the outer peripheral portion of the first locking member 25 as shown in FIG. 2 and is fixed to the third housing 53. ing. The speed converter 72b is electrically connected to the rotational speed sensor 72a as shown in FIG. 7, converts an electrical signal from the rotational speed sensor 72a into a rotational speed, and outputs the rotational speed to the transmission control unit 76 described later.

  The motor generator control unit 77 is for controlling the output torque, regenerative braking torque, and the like of the motor generator 3 via the inverter 73. The battery 74 is for charging electrical energy generated by regeneration of the motor generator 3. The hydraulic control unit 75 supplies hydraulic pressure to the first clutch 2, the second clutch 44, and the third clutch 47 to switch between connection and disconnection, and includes a plurality of valve blocks, hydraulic pumps, and the like. . The hydraulic control unit 75 switches connection and disconnection of each clutch according to an output signal from the shift control unit 76. Since the inverter 73, the battery 74, and the hydraulic pressure control unit 75 are not different from the conventional ones, detailed description is omitted.

  The regeneration control unit 71 is the center of the regeneration control device 70, and outputs a regeneration start and regeneration stop signal to the transmission control unit 76 based on signals from the respective units. Specifically, the regeneration control unit 71 includes a CPU, a RAM, a ROM, and the like, for example, and executes signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. For example, the regeneration control unit 71 determines the state of acceleration and deceleration of the vehicle based on signals such as the accelerator and brake operation amounts of the vehicle, and if the vehicle is decelerating, sends a regeneration start signal to the shift control unit 76. When the vehicle is accelerated or travels at a constant speed, a regeneration stop signal is output to the shift control unit 76.

  The speed change control unit 76 is for switching the speed change of the speed change mechanism 4 so that the regenerative efficiency is improved based on the signal of each part. The regenerative control unit 71, the rotation speed detecting unit 72, the motor generator control unit 77, and the hydraulic control. Connected to the unit 75.

  Here, a control method in the regeneration control device 70 will be described. FIG. 8 shows an example of a control flow diagram of the regeneration control device 70.

  When the regeneration control unit 71 outputs a regeneration start signal to the transmission control unit 76 (S1), the transmission control unit 76 outputs a rotational speed detection signal to the rotational speed detection unit 72 so as to detect the rotational speed of the rotor 32. When the rotation speed sensor 72a and the speed conversion unit 72b detect the rotation speed of the rotor 32, the rotation speed detection unit 72 outputs a rotation speed signal to the shift control unit 76 (rotation speed detection step S2). The rotation speed detection unit 72 may always detect the rotation speed of the rotor 32 or may detect the rotation speed based on a rotation speed detection signal from the shift control unit 76. When the rotation speed signal from the rotation speed detection unit 72 is input to the shift control unit 76, the shift control unit 76 compares the rotation speed of the rotor 32 with a preset reference rotation speed, and the rotation speed of the rotor 32 is compared. Is determined whether or not the reference rotational speed is exceeded (determination step S3). As the reference rotation speed, for example, 4000 to 5000 rpm can be considered as described above.

  When the rotational speed of the rotor 32 is equal to or lower than the reference rotational speed, increasing the rotational speed of the rotor 32 improves the regeneration efficiency. Therefore, the speed change control unit 76 causes the rotational speed of the rotor 32 to rotate the input shaft 91 of the transmission 9. A speed increase signal (shift switching signal) is output to the hydraulic pressure control unit 75 so that the speed is higher than the speed. When the speed increase signal from the shift control unit 76 is input to the hydraulic pressure control unit 75, the hydraulic pressure control unit 75 connects the second clutch 44 based on the speed increase signal from the speed change control unit 76, and The clutch 47 is disengaged (shifting switching step S4). When the regeneration start signal from the transmission control unit 76 is input to the motor generator control unit 77, regeneration is started by the motor generator 3 and the inverter 73 (S6). Thereby, the rotational speed of the rotor 32 is increased and the regeneration efficiency of the motor generator 3 is improved. The regeneration start and regeneration stop signals may be directly output from the regeneration control unit 71 to the motor generator control unit 77 instead of the shift control unit 76.

  Further, when the rotational speed of the rotor 32 exceeds the reference rotational speed, if the rotational speed of the rotor 32 is increased, the regenerative efficiency is lowered. Therefore, the speed change control unit 76 causes the rotational speed of the rotor 32 to be input to the transmission 9. A deceleration signal (shift switching signal) is output to the hydraulic control unit 75 so as not to increase the rotational speed of the shaft 91. When the deceleration signal from the transmission control unit 76 is input to the hydraulic control unit 75, the hydraulic control unit 75 disconnects the second clutch 44 and the third clutch 47 based on the deceleration signal from the transmission control unit 76. Are connected (shift switching step S5). When the regeneration start signal from the transmission control unit 76 is input to the motor generator control unit 77, regeneration is started by the motor generator 3 and the inverter 73 (S6). Thereby, the rotational speeds of the rotor 32 and the input shaft 91 are equalized, and a reduction in the regeneration efficiency of the motor generator 3 can be prevented.

  If the relationship between the rotational speed of the rotor 32 and the reference rotational speed is changed in the determination step S3 from the start of regeneration to the stop of regeneration, the second clutch 44 and the third clutch 47 are connected based on the determination result. And cutting is performed (S7). When a regeneration stop signal is output from the regeneration control unit 71 to the transmission control unit 76, the regeneration stop signal is input from the transmission control unit 76 to the motor generator control unit 77, and regeneration by the motor generator 3 and the inverter 73 is stopped. (S7, S8).

  Further, when the first clutch 2 is disengaged at the time of regeneration, it is possible to prevent the power generation amount at the motor generator 3 from being reduced due to friction loss at the engine 8, and to more effectively use the kinetic energy of the vehicle. it can.

  By switching the speed increase of the rotor 32 by the regeneration control device 70 described above, the regeneration efficiency of the torque transmission device 1 can be further improved as compared with the conventional case.

5. Operation of Torque Transmission Device The operation of the torque transmission device 1 will be described for each traveling state of the vehicle with reference to FIG. 1 (1) At the time of starting When the vehicle starts, the first clutch 2 and the second clutch 44 are disconnected. In the state where the third clutch 47 is connected, electric power is supplied to the motor generator 3. As a result, a driving force is generated from the motor generator 3, this driving force is transmitted to the input shaft 91 of the transmission 9 via the planetary gear mechanism 40, and the vehicle is started only by the driving force of the motor generator 3. At this time, since the second clutch 44 is disconnected and the third clutch 47 is connected, the planetary gear 42 and the sun gear 43 rotate together. That is, the rotor 32 and the planetary gear mechanism 40 rotate together, and the rotation speed is not changed by the planetary gear mechanism 40. When the rotational speed of the rotor 32 of the motor generator 3 becomes equivalent to the idling rotational speed of the engine 8, the engine 8 is started and the first clutch 2 is connected.

(2) Low-load acceleration traveling When the vehicle is accelerated, the driving force of the engine generator 3 is decreased while the driving force of the engine 8 is increased, and finally the driving force of the motor generator 3 is set to zero. Accelerates only with the driving force.

(3) Slow traveling by only the motor generator With the first clutch 2 disconnected, the fuel supply to the engine 8 is stopped and only the motor generator 3 is driven. In this case, the driving force of motor generator 3 is transmitted to planetary gear mechanism 40 and input shaft 91, and the vehicle travels. On the other hand, the driving force of the motor generator 3 is not transmitted to the engine 8 because the first clutch 2 is disengaged. As a result, the engine 8 is not driven by the motor generator 3, the friction loss in the engine 8 can be prevented, and the energy efficiency can be improved. Further, the speed can be finely adjusted by the rotation control of the motor generator 3, and it is not necessary to perform complicated half-clutch control.

(4) Traveling only by the engine The first clutch 2 is connected to drive the engine 8, while the motor generator 3 is not supplied with electric power. As a result, the driving force from the engine 8 is input to the input shaft 91 via the damper mechanism 6, the first clutch 2, the rotor 32, and the planetary gear mechanism 40, and the vehicle travels only with the driving force of the engine 8.

(5) High-load running In a state where the first clutch 2 is connected, both the engine 8 and the motor generator 3 are driven. In this case, the driving force from the engine is transmitted to the input shaft 91 via the damper mechanism 6, the first clutch 2, the rotor 32, and the planetary gear mechanism 40, and the driving force of the motor generator 3 is transmitted to the rotor 32 and the planetary gear. It is transmitted to the input shaft 91 via the mechanism 40. As a result, both driving forces are transmitted to the transmission 9, and high-load traveling is possible.

(6) Reduced speed / light braking The first clutch 2 and the third clutch 47 are disconnected and the second clutch 44 is connected. In this case, the driving force from the transmission 9 side is transmitted to the rotor 32 via the input shaft 91 and the planetary gear mechanism 40. That is, the motor generator 3 is reversely driven by the driving force from the transmission 9 side. Thereby, a part of the kinetic energy of the vehicle is regenerated by the motor generator 3 and charged to the battery as electric energy, and regenerative braking is realized.

  At this time, since the third clutch 47 is disconnected and the second clutch 44 is connected, the sun gear 43 is fixed to the housing 5 and the planetary gear 42 can rotate. As a result, the rotation of the input shaft 91 is transmitted to the rotor 32 via the planetary gear 42 and the ring gear 41.

  When torque is transmitted from the planetary gear 42 to the ring gear 41, the rotation of the ring gear 41 is increased more than the rotation of the planetary gear 42 and the first carrier 42c. Specifically, for example, in the case of the combination of the number of teeth described above, the rotational speed of the rotor 32 and the ring gear 41 is about 1.4 times the rotational speed of the planetary gear 42. As shown in FIG. 5, when the rotational speed of the rotor 32 is increased, the regeneration efficiency of the motor generator 3 is improved. Therefore, by increasing the rotational speed of the rotor 32 during regeneration by the speed change mechanism 4, the regeneration efficiency of the motor generator 3 can be improved.

  Further, since the first clutch 2 is disengaged, driving force is not transmitted to the engine 8 side, friction loss due to reverse driving of the engine 8 does not occur, and reduction in the amount of power generated by the motor generator 3 is prevented. Can do.

(7) Rapid deceleration / rapid braking In this case, the first clutch 2 is connected. Then, both the motor generator 3 and the engine are reversely driven by the driving force from the transmission 9 side. Thereby, in addition to the regenerative braking, the friction of the engine 8 can be used, and a high deceleration force and braking force can be obtained.

B. Second Embodiment In order to shorten the axial dimension of the torque transmission device 1 as the first embodiment described above, a second embodiment is conceivable. FIG. 8 shows a configuration diagram of a torque transmission device 101 as a second embodiment of the present invention.

  This torque transmission device 101 has the same basic configuration as the torque transmission device 1 of the first embodiment. However, as shown in FIG. 8, in this torque transmission device 101, the planetary gear mechanism 140 of the speed change mechanism 104 is arranged instead of the first clutch 102 on the inner peripheral side of the rotor 132 of the motor generator 103. First clutch 102 is arranged on the engine side of motor generator 103. Thereby, the axial dimension of the torque transmission device 101 can be shortened.

  In the torque transmission device 101, a third clutch 147 is provided between the ring gear 141 and the sun gear 143. Thereby, if the 3rd clutch 147 is connected similarly to 1st Embodiment, the planetary gear mechanism 140 can be rotated integrally, and the speed change of the rotor 132 can be switched. The third clutch 147 may be provided between the ring gear 141 and the planetary gear 142.

C. Other Embodiments (1) Transmission Mechanism In the above-described embodiment, the planetary gear mechanism is used as the transmission mechanism, but the invention is not limited to this. If the rotational speed of the rotor can be increased with respect to the rotational speed of the input shaft of the transmission during regeneration, the regeneration efficiency of the motor generator can be improved with another transmission mechanism (for example, CVT).

The block diagram of the torque transmission device 1 as 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS The longitudinal cross-sectional schematic of the torque transmission apparatus 1 as 1st Embodiment of this invention. The longitudinal cross-sectional schematic of the 1st clutch 2 periphery of the torque transmission device 1 as 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS The longitudinal cross-sectional schematic of the transmission mechanism 4 periphery of the torque transmission device 1 as 1st Embodiment of this invention. The figure which shows the relationship between the rotational speed of a rotor, and regeneration efficiency. FIG. 4 is a speed diagram of the speed change mechanism 4. 1 is a schematic configuration diagram of a regeneration control device 70. FIG. An example of the control flow of the regeneration control apparatus 70. The block diagram of the torque transmission apparatus 101 as 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Torque transmission device 2 1st clutch 3 Motor generator 4 Transmission mechanism 5 Housing 6 Damper mechanism 8 Engine 82 Flywheel (input side member)
9 Transmission 91 Input shaft (output side member)
31 Stator 32 Rotor 33 Coil 41 Ring gear 42 Planetary gear 43 Sun gear 44 Second clutch 45 Second friction coupling portion 46 Second urging force generating mechanism 47 Third clutch 48 Third friction linking portion 49 Third urging force generating mechanism 51 First housing 52 Second housing 53 Third housing 70 Regeneration control device 71 Regeneration control unit 72 Rotational speed detection unit 73 Inverter 74 Battery 75 Hydraulic control unit (shift switching unit)
76 Transmission control unit 77 Motor generator control unit

Claims (12)

A torque transmission device for transmitting engine output torque to a transmission and assisting the engine,
An input side member connected to the engine side member;
An output side member coupled to the transmission side member;
A motor generator capable of transmitting torque to and from the output side member;
A speed change mechanism arranged between the output side member and the motor generator and capable of changing the speed of the rotational motion transmitted from one of the output side member and the motor generator to the other;
Torque transmission device with The speed change mechanism can increase the speed of the rotational motion transmitted from the output side member to the motor generator.
The torque transmission device according to claim 1. A housing for accommodating the motor generator and the speed change mechanism therein;
The motor generator has a stator and a rotor arranged to be rotatable relative to the stator,
The speed change mechanism includes a ring gear mounted on the rotor, a plurality of planetary gears that mesh with the ring gear, a carrier that connects the plurality of planetary gears and an output side member, and a sun gear that meshes with the plurality of planetary gears. ,
The torque transmission device according to claim 1 or 2. The speed change mechanism further includes a second clutch that transmits or interrupts torque between the sun gear and the housing.
The torque transmission device according to claim 3. The transmission mechanism further includes a third clutch that transmits or interrupts torque between any two of the ring gear, the planetary gear, and the sun gear.
The torque transmission device according to claim 3 or 4. A first clutch for transmitting or interrupting torque between the input side member and the motor generator;
The torque transmission device according to any one of claims 1 to 5. An output side member connected to an engine side member; an output side member connected to a transmission side member; and a stator and a rotor arranged to be relatively rotatable on an inner peripheral side of the stator. A motor generator capable of transmitting torque to and from the member, and the speed of rotational movement transmitted from one of the output side member and the motor generator to the other can be changed between the output side member and the motor generator. A regenerative control device for a torque transmission device including a variable speed change mechanism,
A regeneration control unit for determining the regeneration start and the regeneration stop based on the running state of the vehicle;
A rotational speed detector for detecting the rotational speed of the rotor;
A shift switching unit for switching the shift of the transmission mechanism;
It is connected to the regeneration control unit, the regeneration speed detection unit, and the shift switching unit, and when the regeneration start command is issued from the regeneration control unit, the rotation speed output from the rotation speed detection unit is set in advance. A shift control unit for comparing with a reference rotation speed to determine whether or not the rotation speed exceeds the reference rotation speed, and to issue a shift switching command to the shift switching unit based on the determination result;
A regenerative control device. The speed change control unit increases the speed of the rotational motion transmitted from the output side member to the rotor only when the detected rotational speed is equal to or lower than the reference rotational speed.
The regeneration control apparatus according to claim 7. The speed change mechanism includes a ring gear mounted on the rotor, a plurality of planetary gears meshing with the ring gear, a carrier coupling the plurality of planetary gears and an output side member, a sun gear meshing with the plurality of planetary gears, the sun gear, and a housing A second clutch that transmits or blocks torque between the second gear and a third clutch that transmits or blocks torque between any two of the ring gear, the planetary gear, and the sun gear,
The shift control unit can switch connection and disconnection of the second and third clutches,
The regeneration control apparatus according to claim 7 or 8. An output side member connected to an engine side member; an output side member connected to a transmission side member; and a stator and a rotor arranged to be relatively rotatable on an inner peripheral side of the stator. A motor generator capable of transmitting torque to and from the member, and a speed change mechanism that is arranged between the output side member and the motor generator and that can change the rotational motion transmitted from one of the output side member and the motor generator to the other And a torque transmission device control method comprising a regeneration control unit for controlling regeneration of the motor generator,
A rotational speed detection step of detecting the rotational speed of the rotor in the regeneration control unit;
A determination step of comparing the detected rotation speed with a preset reference rotation speed in the regeneration control unit and determining whether the detected rotation speed exceeds the reference rotation speed;
A shift switching step of switching a shift in the transmission mechanism based on a determination result from the determination step in the regeneration control unit;
A method for controlling a torque transmission device including: In the shift switching step, the rotational speed transmitted from the output member to the rotor is increased only when the detected rotational speed is equal to or lower than the reference rotational speed.
The method for controlling a torque transmission device according to claim 10. The speed change mechanism includes a ring gear mounted on the rotor, a plurality of planetary gears meshing with the ring gear, a carrier coupling the plurality of planetary gears and an output side member, a sun gear meshing with the plurality of planetary gears, the sun gear, and a housing A second clutch that transmits or blocks torque between the second gear and a third clutch that transmits or blocks torque between any two of the ring gear, the planetary gear, and the sun gear,
In the shift switching step, when the detected rotation speed is equal to or lower than the reference rotation speed, the second clutch is connected and the third clutch is disconnected, and the detected rotation speed exceeds the reference rotation speed. The second clutch is disengaged and the third clutch is coupled,
The method for controlling a torque transmission device according to claim 10 or 11.

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