JP2010025279A - Controller of electromagnetic clutch - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce noise generated by an impact between a plunger and a stopper without complicating the structure of a drive circuit for driving an electromagnetic actuator when a clutch mechanism is changed over from a non-engaged state to an engaged state, for example. <P>SOLUTION: A second drive current (I2) can make a biasing force (Fa2) act on the plunger 63, thus enabling the plunger (63) not pushed back by an elastic force Fb in the direction of an arrow (Y1b). In addition, since the second drive current (I2) is set in such a manner that the biasing force (Fa2) is not abruptly increased when the plunger (63) is brought into contact with the stopper (64), namely near the end of a stroke, a stroke speed (Vp2) is prevented from being abruptly increased near the end of the stroke. Since the plunger (63) can be stroked at a generally constant low stroke speed (Vp2), the impact noise can be reduced. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technical field of an electromagnetic clutch control device that is mounted on, for example, a hybrid vehicle and can control engagement and disengagement of a clutch through an electromagnetic actuator.

  As an example of this type of electromagnetic clutch control device, Patent Document 1 discloses that the direction of excitation by the field coil of the electromagnetic clutch is reversed when performing a switching operation for switching between coupling and non-coupling of the power transmission mechanism. A control device capable of controlling an electromagnetic clutch so as to gradually reduce the strength of excitation while alternately changing is disclosed. Patent Document 2 discloses a technique for reducing a collision noise by feedback controlling the seating speed of a valve in a valve operating apparatus that displaces an intake / exhaust valve of an internal combustion engine by electromagnetic force.

JP 2002-70897 A JP 2001-12267 A

  However, in this type of electromagnetic clutch, the electromagnetic force for operating the electromagnetic actuator increases rapidly as the magnetic gap decreases. More specifically, when the clutch mechanism is switched from the non-engaged state to the engaged state by the plunger that moves when the electromagnetic force is applied, the electromagnetic force applied to the plunger increases rapidly, so that the plunger acts as a stopper. The impact sound generated between the plunger and the stopper when abutting is increased. In particular, when the drive current supplied to the electromagnetic actuator is increased for the purpose of shortening the operation time required for switching the clutch mechanism from the non-engaged state to the engaged state, There is a technical problem that the relative speed between the plunger and the stopper increases, and the collision noise increases more remarkably.

  Here, according to the technique disclosed in Patent Document 1, the electromagnetic clutch is increased from the non-engaged state to the engaged state by increasing the excitation strength of the field coil of the electromagnetic clutch stepwise or continuously. Although it is possible to reduce the collision sound of the clutch that is generated when the operation is switched, the circuit configuration of the drive circuit that drives the electromagnetic actuator becomes complicated. In addition, since the intensity of excitation increases as the electromagnetic clutch approaches the engaged state from the non-engaged state, it is difficult to reduce the collision noise.

  Therefore, the present invention has been made in view of the above-described problems and the like. For example, when the clutch mechanism is switched from the non-engaged state to the engaged state, the configuration of the drive circuit that drives the electromagnetic actuator is complicated. An object of the present invention is to provide an electromagnetic clutch control device capable of controlling an electromagnetic clutch so as to reduce a collision sound generated between a plunger and a stopper.

  In order to solve the above problems, an electromagnetic clutch control device according to the present invention includes (i) a stopper, (ii) a plunger capable of contacting the stopper, and (iii) a direction from the plunger toward the stopper. And an electromagnetic actuator having an urging force generating means for generating an electromagnetic urging force acting on the plunger along the direction, and the plunger moves along the one direction according to the urging force. An elastic body that generates an elastic force acting on the plunger along another direction that is opposite to the direction, and an engagement state and a mutual amount according to a stroke amount that the plunger moves along the one direction. An electromagnetic clutch control device for controlling an electromagnetic clutch comprising a pair of clutches capable of switching a non-engagement state, wherein the pair of clutches When switching from the non-engaged state to the engaged state, the urging force acts on the plunger to accelerate the plunger along the one direction, and then the elastic force depends on the stroke amount. First setting means for setting a first drive current as an initial drive current of the electromagnetic actuator, and the plunger is decelerated so that the plunger is decelerated along the one direction by exceeding the urging force. And a second setting means for setting a second drive current, which is a new drive current of the electromagnetic actuator, so as to reduce an impact generated when the plunger comes into contact with the stopper.

  According to the electromagnetic clutch control device of the present invention, during the operation of the electromagnetic clutch, the plunger moves along one direction by applying an electromagnetic biasing force, and a pair of the plungers according to the stroke amount. The clutch is switched from the non-engaged state to the engaged state.

  The first setting means sets a first drive current as an initial drive current of the electromagnetic actuator. When the pair of clutches are switched from the non-engaged state to the engaged state, the first drive current is accelerated along the one direction by the biasing force acting on the plunger. Thereafter, the plunger is set to be decelerated along the one direction when the elastic force exceeds the urging force according to the stroke amount. More specifically, the plunger is attached according to the first drive current when an engagement command for the electromagnetic clutch is issued in response to an operation of a driver operating a vehicle on which the electromagnetic clutch control device is mounted. When the pair of clutches are switched from the non-engaged state to the engaged state by engaging one of the pair of clutches with the other because the urging force applied from the force generating means accelerates in one direction. It is possible to shorten the time required.

  Here, when the urging force generated according to the first drive current is applied to the plunger and the plunger approaches the stopper, the magnetic gap defined by the distance between the plunger and the stopper decreases, and in response to the decrease. The biasing force increases rapidly. When the plunger abuts against the stopper in a state where the suddenly increased urging force is applied to the plunger in this way, a collision sound generated between the plunger and the stopper is increased.

  Therefore, according to the electromagnetic clutch control device of the present invention, the second setting means reduces the impact generated when the plunger comes into contact with the stopper after the plunger is decelerated. A second drive current that is a new drive current of the actuator is set.

  More specifically, the second drive current is such that, as the stroke amount of the plunger increases, the distance between the plunger and the stopper, in other words, the biasing force does not increase suddenly as the magnetic gap becomes smaller. It is set so as to reduce the impact generated when it comes into contact with the stopper. Since the second drive current is set after the plunger starts decelerating, the pair of clutches is switched from the non-engaged state to the engaged state while the first drive current is supplied to the electromagnetic actuator. Although the time required for the clutch switching operation increases, the operating time required for engaging the pair of clutches within the range of strokes where the plunger has already been accelerated in one direction is that the plunger has been accelerated. Has been shortened by.

  Therefore, according to the electromagnetic clutch control device of the present invention, while setting the drive current of the electromagnetic actuator so that the operation time required when switching from the non-engaged state of the pair of clutches to the engaged state is as short as possible, It is possible to reduce the collision noise of the plunger and the stopper.

  In one aspect of the electromagnetic clutch control device according to the present invention, the electromagnetic clutch control device further includes detection means for detecting a stroke speed that is a speed when the plunger moves along the one direction, and the second setting means includes: The second drive current may be set when the stroke speed is smaller than a predetermined speed.

  According to this aspect, the “predetermined speed” refers to a limit value of a speed at which the plunger collides with the stopper when the inertial force of the plunger exceeds the elastic force in a state where the plunger is decelerated. Therefore, “when the stroke speed is smaller than the predetermined speed” means that the magnetic gap becomes smaller as the plunger approaches the stopper, and the plunger approaches the stopper to the range of the stroke amount in which the urging force acting on the plunger increases rapidly. This is the case when a condition that does not occur is satisfied.

  Therefore, according to this aspect, in the range from the stroke amount at which the plunger starts to be decelerated by the elastic force to the stroke amount at which the plunger contacts the stopper, the plunger is pushed back along the other direction by the elastic force acting on the plunger. The second drive current can be set so as not to occur.

  In another aspect of the electromagnetic clutch control device according to the present invention, the urging force generation means includes an electromagnetic coil and a yoke, and the second setting means responds to a change in stroke speed of the plunger. The second drive current may be set when the sign of the rate of change of the electromotive force generated in the electromagnetic coil is reversed.

  According to this aspect, when the stroke speed of the plunger changes, the magnetic velocity density in the electromagnetic coil changes, and the electromotive force generated in the electromagnetic coil by electromagnetic induction also changes. More specifically, for example, the sign of the rate of change of the electromotive force generated in the electromagnetic coil is different between when the plunger is accelerated and when the plunger is decelerated. Here, the sign means a change amount of the electromotive force that changes with respect to the stroke amount, that is, a sign of the inclination. Such a sign of the rate of change in electromotive force corresponds to a change in current flowing in the electromagnetic coil. Therefore, according to this aspect, it is possible to determine that the plunger has been decelerated by detecting the current flowing through the electromagnetic coil without directly detecting the stroke speed of the plunger with a sensor or the like.

  In another aspect of the electromagnetic clutch control device according to the present invention, the second setting means may set the second drive current after a predetermined time has elapsed after starting to apply the biasing force to the plunger. Good.

  According to this aspect, the “predetermined time” refers to the set current when the first drive current is set to an arbitrary current value when the pair of clutches is switched from the non-engaged state to the engaged state. The time from when the urging force starts to act on the plunger according to the value until the plunger stops without reaching the stopper due to the movement of the plunger along one direction being hindered by the elastic force Say. According to this aspect, when a predetermined time has elapsed, a second drive current is newly supplied to the electromagnetic actuator, whereby the plunger is moved from the stopped state toward the stopper, that is, along one direction. Even when the stroke speed is not detected by a sensor or the like, the timing for setting the second drive current can be specified.

  In another aspect of the electromagnetic clutch control device according to the present invention, the plunger is fixed to a sleep mechanism that is slidable along the one direction, and the elastic bodies are parallel to the sleep mechanism, respectively. The first elastic body and the second elastic body are arranged on the plunger, and the elastic force is applied to the plunger from each of the first elastic body and the second elastic body via the sleep mechanism. The elastic force of the second elastic body is greater than the elastic modulus of the first elastic body, and the second elastic force is greater than the elastic modulus of the first elastic body. When the is applied, the resultant force of the first elastic force and the second elastic force may exceed the biasing force.

  According to this aspect, as compared with the case where the elastic force is applied to the plunger along the other direction by only one elastic body such as the first elastic body, the variation in the elastic modulus of the elastic body or the electromagnetic clutch is assembled to the vehicle. The variation in the stroke speed of the plunger due to the variation in the pressurizing force applied to the elastic body occurring at the time can be suppressed.

  In addition, according to this aspect, the second drive current can be supplied to the electromagnetic actuator at a timing when the resultant force of the first elastic force and the second elastic force exceeds the urging force. Therefore, according to this aspect, since the timing for supplying the second drive current to the electromagnetic actuator can be accurately specified, various physical quantities (for example, stroke speed, etc.) for separately specifying the timing for supplying the second drive current. It is no longer necessary to provide a sensor for detecting the occurrence of a problem, and the complexity of the control circuit for controlling the electromagnetic clutch can be reduced.

  According to the electromagnetic clutch control device of the present invention, while setting the drive current of the electromagnetic actuator so that the operation time required for switching the pair of clutches from the non-engaged state to the engaged state is as short as possible, It is possible to reduce the impact noise of the stopper.

  Embodiments of an electromagnetic clutch control device according to the present invention will be described below with reference to the drawings.

<1: Configuration of power transmission mechanism of hybrid vehicle>
First, a schematic configuration of a power transmission mechanism of a hybrid vehicle equipped with an embodiment of an electromagnetic clutch control device according to the present invention will be described with reference to FIG. FIG. 1 is a block diagram showing a schematic configuration of a power transmission mechanism of a hybrid vehicle in the present embodiment.

  In FIG. 1, a hybrid vehicle 10 includes an engine 1, a first motor generator MG1, a second motor generator MG2, a power distribution mechanism 20, and “first setting means” and “second setting means” of the present invention. This is a hybrid vehicle that includes an ECU 100 that also serves as an example of each, and is referred to as a so-called mechanically distributed two-motor type. The engine 1 corresponding to the power source, and the power source and the first motor generator MG1 corresponding to the rotation speed control mechanism of the engine 1 are connected to the power distribution mechanism 20.

  The output shaft 3 of the power distribution mechanism 20 is connected to a second motor generator MG2 that is a sub power source for assisting drive torque or braking force. Further, the output shaft 3 is connected to the left and right drive wheels 9 via a final reduction gear 8. The first motor generator MG1 and the second motor generator MG2 are electrically connected via a battery, an inverter, or an appropriate controller (not shown) or directly, and the first motor generator MG1 The second motor generator MG2 can be driven with the generated electric power.

  The engine 1 is a heat engine that generates power by burning fuel, and examples thereof include a gasoline engine and a diesel engine. The first motor generator MG1 mainly generates power by receiving torque from the engine 1 and rotating, and is subjected to reaction force torque accompanying power generation. By controlling the rotational speed of first motor generator MG1, the rotational speed of engine 1 changes continuously. Such a shift mode is referred to as a “continuously variable mode”. The continuously variable transmission mode is realized by a differential action of a power distribution mechanism 20 described later.

  The second motor generator MG2 is a device that assists the driving torque or the braking force. When assisting the drive torque, the second motor generator MG2 receives power supply and functions as an electric motor. On the other hand, when assisting the braking force, the second motor generator MG2 functions as a generator that is rotated by the torque transmitted from the drive wheels 9 to generate electric power.

  The ECU 100, together with a stroke speed sensor 76 (see FIG. 4), which will be described later, constitutes one example of an “electromagnetic clutch control device” according to the present invention, and includes an engine 1, a first motor generator MG1, and a second motor generator. The operations of the MG 2 and the power distribution mechanism 20 are controlled.

  Next, the configuration of the power transmission mechanism in the hybrid vehicle 1 will be described in detail with reference to FIG. FIG. 2 is a skeleton diagram showing the configuration of the main part of the hybrid vehicle in the present embodiment.

  In FIG. 2, the hybrid vehicle 10 includes first and second motor generators MG <b> 1 and MG <b> 2, a meshing electromagnetic clutch 70 that is an example of the “electromagnetic clutch” of the present invention, and a power distribution mechanism 20.

  The power distribution mechanism 20 is a mechanism that distributes the output torque of the engine 1 to the first motor generator MG1 and the output shaft 3, and is configured to generate a differential action. Specifically, the engine 1 is connected to the first rotating element among the four rotating elements that are provided with a plurality of sets of differential mechanisms and have a differential action, and the first motor generator MG1 is connected to the second rotating element. Are connected, the output shaft 3 is connected to the third rotating element, and the electromagnetic clutch 70 is connected to the fourth rotating element. In a state where the electromagnetic clutch 70 is released, the rotation speed of the engine 1 is continuously changed by continuously changing the rotation speed of the first motor generator MG1, and the continuously variable transmission mode is realized.

  On the other hand, when the electromagnetic clutch 70 is engaged and the fourth rotation element is fixed, the gear ratio determined by the power distribution mechanism 20 is fixed to the overdrive state (that is, the engine speed is smaller than the output speed). Thus, the fixed speed mode is realized. When the hybrid vehicle 10 is driven, the ECU 100 executes switching control for switching between the non-engaged state and the engaged state of the electromagnetic clutch 70 based on an accelerator operation or the like by the driver.

  The power distribution mechanism 20 is configured by combining two planetary gear mechanisms. The first planetary gear mechanism includes a ring gear 21, a carrier 22, and a sun gear 23, and the second planetary gear mechanism includes a ring gear 25, a carrier 26, and a sun gear 27.

  The output shaft 2 of the engine 1 is connected to the carrier 22 of the first planetary gear mechanism, and the carrier 22 is connected to the ring gear 25 of the second planetary gear mechanism. These constitute the first rotating element. The rotor 11 of the first motor generator MG1 is connected to the sun gear 23 of the first planetary gear mechanism, and these constitute a second rotating element.

  The ring gear 21 of the first planetary gear mechanism and the carrier 26 of the second planetary gear mechanism are connected to each other and to the output shaft 3. These constitute the third rotating element. The sun gear 27 of the second planetary gear mechanism corresponds to the fourth rotating element, and is connected to the dog tooth 72 out of the pair of dog teeth 71 and 72 constituting an example of the “pair of clutches” of the present invention. ing.

  Next, the configuration of the electromagnetic clutch 70 will be described with reference to FIG. FIG. 3 is a schematic diagram schematically showing the configuration of the electromagnetic clutch 70.

  In FIG. 3, the electromagnetic clutch 70 includes an electromagnetic actuator 60 and a pair of dog teeth 71 and 72 engaged with each other. Each of the dog teeth 71 and 72 includes a plurality of teeth 75. Under the control of the ECU 100, the rotatable dog tooth 72 is driven by the electromagnetic actuator 60, and the non-engagement and engagement of the dog tooth 72 and the dog tooth 71 can be switched according to the meshing of the plurality of teeth 75. Has been.

  The electromagnetic actuator 60 is driven based on a signal output from an electromagnetic actuator drive circuit (not shown) under the control of the ECU 100, and moves the dog tooth 72 on the rotating part side in the direction of the arrow 122 to move the dog on the fixed part side. While engaging with the teeth 71 and engaging the dog teeth 72 on the rotating portion side in the direction opposite to the arrow 122, the engagement with the dog teeth 71 on the fixed portion side is released.

  A specific configuration of the electromagnetic clutch 70 will be described with reference to FIG. FIG. 4 is a diagram schematically showing the configuration of the electromagnetic clutch 70 together with the ECU 100 and the stroke sensor 76.

  In FIG. 4, a control device 101 that is an example of an “electromagnetic clutch control device” according to the present invention includes an ECU 100 and a stroke sensor 76 that is an example of a “detection unit” according to the present invention. The stroke sensor 76 detects the stroke speed of the dog teeth 71 corresponding to the stroke speed of the plunger 63 that moves along the arrow Y1a in the drawing, which is an example of the “one direction” of the present invention, during the operation of the electromagnetic clutch 70. To do.

  The electromagnetic clutch 70 includes an electromagnetic actuator 60, a return spring 67 that is an example of the “elastic body” of the present invention, and a pair of dog teeth 71 and 72. The electromagnetic actuator 60 includes a stopper 64, a plunger 63, a sleeve mechanism 160 including a shaft 61 and a sliding bearing 62, an electromagnetic coil 66 and a yoke 65 that constitute an example of the “biasing force generating means” of the present invention, and a case 68. And. The stopper 64 is a part of the yoke 65, and a part of the yoke 65 also serves as the stopper 64.

  At least a part of the outer peripheral surface of the shaft 61 has a direction in which the plunger 63 abuts against the stopper 64 (in the direction of arrow Y1a in the figure) and a reverse direction (in the direction of “other direction” in the present invention, an arrow Y1b). A sliding bearing 62 for moving the shaft 61 in the direction) is provided. The plunger 63 is fixed to the shaft 61, and an electromagnetic biasing force acts on the plunger 63 along the arrow Y1a through the electromagnetic coil 6 and the yoke 66 under the control of the ECU 100, so that the sliding bearing together with the shaft 63 is provided. 62 can slide in the direction of arrow Y1a.

  The stopper 64 has a shape capable of coming into contact with the plunger 63 and is fixed to the yoke 65. When engaging the pair of dog teeth 71 and 72, the plunger 63 comes into contact with the stopper 64, so that the dog tooth 71 meshes with the dog tooth 72 in conjunction with the stroke of the plunger 63. When the dog teeth 71 and 72 are engaged with each other, that is, when the dog teeth 71 and 72 are switched from the non-engaged state to the engaged state, power can be transmitted through the dog teeth.

  The yoke 65 is a magnetic body, for example, and is disposed between the plunger 63 and the stopper 64. During operation of the electromagnetic clutch 70, a drive current is supplied to the electromagnetic coil 66 through an electromagnetic actuator drive circuit (not shown) under the control of the ECU 100.

  The return spring 67 is attached to the inside of the case 68 and contacts the shaft 61 when the shaft 61 moves together with the plunger 63 in the direction of the arrow Y1a, and the direction in which the plunger 63 is pulled away from the stopper 64 via the shaft 61, that is, the arrow. A pressing spring that applies an elastic force in the Y1b direction. The case 68 is fixed to the vehicle body or the like, and accommodates each of the sleeve mechanism 160, the plunger 63 and the stopper 64, the yoke 65, the electromagnetic coil 66, and the return spring 67.

  When the electromagnetic clutch 70 is switched from the engaged state to the non-engaged state, the traveling mode of the hybrid vehicle 10 is switched from the fixed speed mode to the continuously variable speed mode. More specifically, the output torque of the engine 1 acts on the carrier 22 that is the first rotating element, and the reaction torque by the first motor generator 23 acts on the sun gear 23 that is the second rotating element. Torque that rotates in the same direction as the engine 1 acts on the output shaft 3 that is the third rotating element and the sun gear 27 that is the fourth rotating element. In this case, the rotational speed of engine 1 changes according to the rotational speed change of first motor generator MG1, and the operation in the continuously variable transmission mode is performed.

  On the other hand, when the electromagnetic clutch 70 is switched from the non-engaged state to the engaged state, the traveling mode of the hybrid vehicle 10 is switched from the continuously variable transmission mode to the fixed-speed transmission mode. More specifically, when the rotation of the sun gear 27, which is the fourth rotating element, is stopped, a reaction torque is applied to the rotation of the engine 1 by the electromagnetic clutch 70. Therefore, the first motor generator MG1 is so-called It will be idle. As a result, the speed ratio determined by the configuration of the power distribution mechanism 20 is fixed, and the operation in the fixed speed mode is performed.

<2: Control method of electromagnetic clutch>
Next, referring to FIGS. 5 to 7 in addition to FIG. 4, the control method that can be executed by the electromagnetic clutch control device 101 according to the present embodiment will be described, and the processing of each component of the control device 101 will be described. The operation will be described in detail. FIG. 5 is a flowchart sequentially illustrating main processing routines of the electromagnetic clutch control method that can be executed by the electromagnetic clutch control device according to the present embodiment. FIG. 6 is a graph schematically showing the relationship between the magnetic gap δ and the stroke amount Y1, the urging force Fa, and the elastic force Fb. FIG. 7 is a graph schematically showing the interrelationship between the stroke amount of the plunger in the electromagnetic clutch, the urging force Fa, the elastic force Fb, and the stroke speed Vp of the plunger. FIG. 8 is a graph schematically showing the relationship between the stroke amount and each of the drive current I and the stroke speed.

  4 and 5, the ECU 100 is instructed to engage the electromagnetic clutch 70 by an accelerator operation or a brake operation by a driver driving the hybrid vehicle 10 when the electromagnetic clutch 70 is in a non-engaged state. It is determined whether or not (step S100). More specifically, ECU 100 determines whether there is an instruction to engage electromagnetic clutch 70 based on a signal detected by an accelerator opening sensor, a brake sensor, or the like. When it is determined that there is no instruction to engage the electromagnetic clutch 70 (No), the ECU 100 continues the process of determining whether there is an instruction to engage the electromagnetic clutch 70.

  When it is determined that there is an instruction to engage the electromagnetic clutch 70 (Yes), the ECU 100 sets a first drive current I1 that is an initial drive current for driving the electromagnetic actuator 60 (step S110).

  Here, with reference to FIG. 6, various forces acting on the plunger 63 when the electromagnetic actuator 60 is driven by the first drive current I1 will be described.

  As shown in FIG. 6A, the urging force Fa, which is an electromagnetic force acting on the plunger 63 along the direction of the arrow Y1a in the figure via the electromagnetic coil 66 and the yoke 65, is the plunger along the direction of the arrow Y1a. After the stroke of 63 is started, the stroke amount Y1 (see FIG. 4) of the plunger 63 increases and increases. Here, since the increase in the stroke amount Y1 is equivalent to the decrease in the magnetic gap δ, it can be interpreted that the urging force Fa increases with the decrease in the magnetic gap δ. The magnetic gap δ is a distance defined by the distance between the stopper 64 provided at one end of the yoke 65 and the plunger 63, and is an electromagnetic force acting on the plunger 63 via the electromagnetic coil 66 and the yoke 65. The distance which prescribes | regulates the magnitude | size of the energizing force Fa which is force. If the electromagnetic actuator 60 is continuously driven by the first drive current I1, the urging force Fa suddenly increases as the stroke amount Y1 increases as soon as the stroke of the plunger 63 ends, that is, immediately before the plunger 63 contacts the stopper 64. To increase.

  As shown in FIG. 6B, when the electromagnetic clutch 70 is switched from the non-engaged state to the engaged state, the elastic force acting on the plunger 63 from the return spring 67 along the arrow Y1b direction (see FIG. 4). Fb increases linearly as the stroke amount Y1 increases, in other words, as the magnetic gap δ decreases. Unlike the urging force Fa, the elastic force Fb does not increase rapidly just before the end of the stroke of the plunger 63.

  As shown in FIG. 6C, the acting force Fc that substantially defines the stroke speed Vp of the plunger 63 along the arrow Y1a direction among the forces acting on the plunger 63 is the resultant force of the biasing force Fa and the elastic force Fb. It is. Therefore, according to the first drive current I1 set as the initial drive current of the electromagnetic actuator 60, the plunger 63 is accelerated along the direction of the arrow Y1a with the increase in the acting force Fc, and the electromagnetic clutch 70 is disengaged. The switching time for switching from the engaged state to the engaged state can be shortened. However, just before the end of the stroke of the plunger 63, in other words, just before the plunger 63 abuts against the stopper 64, the acting force Fc increases rapidly, so that the stroke speed Vp of the plunger 63 along the arrow Y1a direction increases abruptly. Increase. When the plunger 63 comes into contact with the stopper 64 in this state, an impact sound generated between the plunger 63 and the stopper 64 is increased.

  Therefore, according to a series of processing operations described below, the impact sound generated between the plunger 63 and the stopper 64 is reduced while shortening the switching time for switching the electromagnetic clutch 70 from the non-engaged state to the engaged state as much as possible. It is possible.

  In FIG. 5 again, the ECU 100 determines whether or not the hybrid vehicle 10 is provided with a stroke sensor that detects the stroke speed of the plunger 63 (step S120). In this embodiment, since the stroke sensor 76 is provided, the determination in step S120 is Yes. Next, the ECU 100 determines whether or not the stroke speed Vp detected by the stroke sensor 76 has passed the threshold speed Vth (step S130). More specifically, ECU 100 determines whether or not stroke speed Vp is smaller than threshold speed Vth. The threshold speed Vth is defined as the stroke speed when the impact sound generated when the plunger 63 comes into contact with the stopper 64 is the upper limit value of the range that is practically allowed.

  Next, the ECU 100 sets a target stroke speed Vp (step S140). The target stroke speed is set so that the impact sound generated when the plunger 63 strokes in the direction of the arrow Y1a and abuts against the stopper 64 falls below the upper limit of a practically allowable range. Stroke speed Vp. Next, the ECU 100 feedback-controls the drive current of the electromagnetic actuator 60 based on the target stroke speed and the detected stroke speed Vp (step S150). More specifically, in place of the first drive current I1, the drive current for driving the electromagnetic actuator 60 is feedback-controlled so that the plunger 63 is stroked at the target stroke speed.

  Here, the feedback control will be described in detail with reference to FIG.

  7 (a) and 7 (b), as already described, when the ECU 100 switches the dog teeth 71 and 72 from the non-engaged state to the engaged state, the urging force Fa acts on the plunger 63. After the plunger 63 is accelerated along the direction of the arrow Y1a, the elastic force Fb exceeds the biasing force Fa according to the stroke amount Y1, so that the plunger 63 is decelerated along the direction of the arrow Y1a. The first drive current I1 is set as the initial drive current.

  With the stroke amount L1 of the plunger 63 as a boundary, the stroke speed Vp of the plunger 63 enters the deceleration region from the acceleration region. More specifically, the stroke amount L1 is a stroke amount that defines a boundary where the urging force Fa generated according to the first drive current I1 changes from an acceleration region where the urging force Fa is greater than the elastic force Fb to a deceleration region where the urging force Fa is smaller than the elastic force Fb. It is. At an arbitrary stroke amount Lc at which the stroke speed Vp is decelerated, the ECU 100 starts feedback control based on the stroke speed Vp. Here, if the feedback control is not executed, the urging force Fa1 generated based on the first drive current I1 continues to act on the plunger 63. Therefore, the deceleration continues from Lc to L2, the urging force Fa1 increases rapidly, and the stroke speed Vp2 increases rapidly, with the stroke amount L2 defined when the plunger 63 is in contact with the stopper 64 as a boundary ( (Refer FIG.7 (b)). Therefore, the stroke stops and returns in the middle, or the impact sound generated between the plunger 63 and the stopper 64 increases. More specifically, when the feedback control described later is not performed, the stroke stops halfway (stroke line A1 in FIG. 7B), or the urging force Fa1 increases suddenly at the stroke L2. The stroke increases rapidly (stroke line A2 in FIG. 7B).

  Therefore, the ECU 100 feedback-controls the drive current so that the impact sound when the plunger 63 comes into contact with the stopper 64 is reduced in a range where the stroke amount Y1 of the plunger 63 is larger than the stroke amount Lc, and the electromagnetic actuator 60 is controlled. To drive.

  As shown in FIG. 7A, according to the second drive current I2, for example, it is possible to apply an urging force Fa2 that does not push the plunger 63 back along the arrow Y1b direction by the elastic force Fb. is there. In addition, since the second drive current I2 is set so that the urging force Fa2 does not increase suddenly when the plunger 63 abuts against the stopper 64, that is, just before the end of the stroke, the stroke speed Vp2 suddenly increases just before the end of the stroke. Can be prevented, the plunger 63 can be stroked at a substantially constant low stroke speed Vp2, and the impact sound can be reduced.

  In FIG. 5 again, the ECU 100 determines whether or not the plunger 63 has come into contact with the stopper 64, that is, whether or not the stroke has ended (step S160). When it is determined that the stroke has not ended (No), the ECU 100 executes the process again after step S100. If it is determined that the stroke of the plunger 63 has ended (Yes), the ECU 100 switches the flag indicating that the engagement of the dog teeth 71 and 72 is completed to an on state (step S170).

  Next, the ECU 100 controls the operation of the electromagnetic clutch 70 so as to hold the clutch from the pair of dog teeth 71 and 72 (step S180).

  Next, a series of processing executed when it is determined in step S120 that the stroke sensor 76 is not provided will be described with reference to FIGS.

  In FIG. 5, the ECU 100 determines whether a current sensor that detects a drive current flowing through the electromagnetic coil 66 or a voltage sensor that detects a voltage generated in the electromagnetic coil 66 is provided (step S <b> 121). When it is determined that a current sensor or a voltage sensor is provided (Yes), the ECU 100 determines whether the slope of the drive current with respect to the stroke amount Y1 of the drive current that drives the electromagnetic actuator 60 is greater than a threshold value. (Step S122). More specifically, as shown in FIG. 8A, the sign of the rate of change of the electromotive force generated in the electromagnetic coil 66 in accordance with the change in the stroke speed Vp of the plunger 63 is inverted, so that the first drive current It is determined whether or not I1 decreases and the inclination indicating the reduction rate is larger than a preset threshold value. Here, the shaded area in FIG. 8A indicates a power portion that decreases due to the counter electromotive force generated in the electromagnetic coil 66.

  Here, the relationship between the counter electromotive force generated in the electromagnetic coil 76 and the stroke speed Vp will be described in detail with reference to FIG. When the stroke speed Vp of the plunger 63 changes, the magnetic velocity density in the electromagnetic coil 66 changes, and the electromotive force generated in the electromagnetic coil 66 by electromagnetic induction also changes. For example, when the plunger 63 is accelerated (plunger acceleration region shown in FIG. 8B) and when the plunger 63 is decelerated (plunger deceleration region shown in FIG. 8B), The sign of the rate of change of the electromotive force generated in the electromagnetic coil 66 is different from each other. Here, the sign means a change amount of the electromotive force that changes with respect to the stroke amount, that is, a sign of the inclination. Such a sign of the rate of change in electromotive force corresponds to a change in the current flowing through the electromagnetic coil 66. Therefore, even if the stroke speed Vp of the plunger 63 is not directly detected by a sensor or the like, it is determined that the plunger 63 has been decelerated by detecting the current flowing through the electromagnetic coil 66 or the voltage applied to the electromagnetic coil 66. It becomes possible.

  When the stroke amount Y1 of the plunger 63 reaches the stroke amount Lc, that is, as shown in FIG. 8B, the ECU 100 sets the second drive current of the electromagnetic actuator 60 as the drive current of the electromagnetic actuator 60. A drive current I2 is set (see FIG. 8A), and feedback control is started (step S150). After step S150, the same processing as when the above-described stroke sensor 76 is provided can be executed.

  Therefore, according to the electromagnetic clutch control device 101 according to the present embodiment, even when the stroke sensor 76 for detecting the stroke speed Vp of the plunger 63 is not provided, the impact generated when the plunger 63 comes into contact with the stopper 64. The electromagnetic clutch 70 can be controlled to reduce noise.

  In FIG. 5 again, when it is determined in step S121 that a current sensor or the like is not provided (No), the ECU 100 supplies the urging force Fa to the plunger 63 by supplying the first drive current I1 to the electromagnetic actuator 60. It is determined whether or not a predetermined time has elapsed since starting to act (step S125). Here, the predetermined time means that when the dog teeth 71 and 72 constituting the pair of clutches are switched from the non-engaged state to the engaged state, the first drive current I1 is set to an arbitrary current value. After the urging force Fa starts to act on the plunger 63 according to the set current value, the movement of the plunger 63 along the arrow Y1a direction is hindered by the elastic force Fb, and the plunger 63 does not reach the stopper 64. Time until 63 stops. When it is determined that the elapsed time since the urging force Fa has started to act on the plunger 63 has not passed the predetermined time (No), the ECU 100 executes the processing after step S100 again.

  On the other hand, when it is determined that the elapsed time since the urging force Fa starts to act on the plunger 63 (Yes), the ECU 100 executes the feedback control after step S150 described above. As described above, when the predetermined time has elapsed, the second drive current I2 is newly supplied to the electromagnetic actuator 60, whereby the plunger 63 is moved from the stopped state toward the stopper 64, that is, the arrow Y1a. It can be moved (stroked) along the direction and corresponds to the timing for setting the second drive current I2, that is, the stroke amount Lc shown in FIG. 8A, without detecting the stroke speed by a sensor or the like. It is possible to specify the timing.

(Modification)
Next, a modified example of the control method by the control device 101 will be described while controlling a modified example of the electromagnetic clutch to be controlled by the electromagnetic clutch control device according to the present embodiment. FIG. 9 is a diagram schematically showing a specific configuration of the electromagnetic clutch 70 a according to this example together with the control device 101. FIG. 10 is a graph schematically showing the interrelationship between the stroke amount Y1 of the plunger 63 in the electromagnetic clutch 70a, the urging force Fa, the elastic force Fb, and the stroke speed Vp of the plunger.

  In FIG. 9, the elastic body 67 includes a first elastic body 67 a and a second elastic body 67 b that are arranged in parallel to the sleeve mechanism 160. Each of the first elastic body 67a and the second elastic body 67b is a return spring, and the elastic modulus of the second elastic body 67b is larger than the elastic modulus of the first elastic modulus 67a. In addition, the second elastic body 67b has a second elasticity after the first elastic force Fb1 (see FIG. 10A) starts to act on the plunger 63 from the first elastic body 67a corresponding to the stroke of the plunger 63. The case portion 68 is provided so that the force Fb2 (see FIG. 10A) can be applied.

  Next, the interrelation between various physical quantities such as the urging force Fa in the electromagnetic clutch control method according to this example will be described with reference to FIG.

  In FIG. 10A, when the stroke amount Y1 of the plunger 63 exceeds the stroke amount L1, the elastic force Fb acting on the plunger 63 from the elastic body 67 is the resultant force of the first elastic force Fb1 and the second elastic force Fb2. Become. The elastic force Fb exceeds the urging force Fa when the stroke amount Y1 of the plunger 63 reaches the stroke amount Lc.

  Therefore, as shown in FIG. 10B, when the electromagnetic actuator 60 is feedback controlled in a feedback region where the stroke amount Y1 of the plunger 633 exceeds the stroke amount Lc, the timing at which the second drive current I2 is supplied to the electromagnetic actuator 60. Therefore, it is not necessary to provide a separate sensor for detecting various physical quantities (for example, stroke speed, etc.) for specifying the timing of supplying the second drive current I2, and a control circuit for controlling the electromagnetic clutch 70a. Etc. can be reduced.

  In addition, according to the configuration of the electromagnetic clutch 70a, the elastic modulus of the elastic body varies more than in the case where the first elastic force Fb1 is applied to the plunger 63 along the arrow Y1b direction only by the first elastic body 67a. Alternatively, it is possible to suppress variations in the stroke speed of the plunger 63 due to variations in the pressure applied to the elastic body that occurs when the electromagnetic clutch 70a is assembled to the vehicle.

  Further, according to the configuration of the electromagnetic clutch 70a, a large reaction force (elastic force acting on the plunger 63 along the direction of the arrow Y1b) can be obtained when the electromagnetic clutch 70a is switched from the engaged state to the non-engaged state. There is also an advantage that the responsiveness is improved when switching to the disengaged state (when the clutch is released).

1 is a block diagram showing a schematic configuration of a power transmission mechanism of a hybrid vehicle in the present embodiment. It is a skeleton diagram showing the configuration of the main part of the hybrid vehicle in the present embodiment. It is the schematic diagram which showed typically the structure of the electromagnetic clutch which is a control object by the control apparatus which concerns on this embodiment. It is the figure which showed typically the structure of the electromagnetic clutch with the control apparatus which concerns on this embodiment. 4 is a flowchart sequentially illustrating main processing routines of an electromagnetic clutch control method that can be executed by the electromagnetic clutch control device according to the present embodiment. It is the graph which showed typically the relationship between a magnetic gap and stroke amount, urging | biasing force, and elastic force. It is the graph which showed typically the interrelationship of the stroke amount of the plunger in an electromagnetic clutch, urging | biasing force, elastic force, and the stroke speed of a plunger. It is the graph which showed the relationship between stroke amount, and each of a drive current and stroke speed typically. It is the figure which showed typically the specific structure of the modification of the electromagnetic clutch which concerns on this embodiment with a control apparatus. It is the graph which showed typically the interrelationship of the stroke amount of the plunger at the time of controlling the modification of the electromagnetic clutch which concerns on this embodiment, the urging | biasing force, the elastic force, and the stroke speed of a plunger.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 67 ... Elastic body, 76 ... Stroke sensor, 100 ... ECU, 101 ... Control apparatus, 160 ... Sleeve mechanism

Claims (5)

(I) a stopper, (ii) a plunger capable of contacting the stopper, and (iii) a biasing force that generates an electromagnetic biasing force that acts on the plunger along a direction from the plunger toward the stopper. When the electromagnetic actuator having a generating means and the plunger move along the one direction according to the biasing force, the plunger acts on the plunger along another direction that is opposite to the one direction. An electromagnetic clutch comprising: an elastic body that generates an elastic force; and a pair of clutches that can be switched between an engaged state and a non-engaged state according to a stroke amount that the plunger moves along the one direction. An electromagnetic clutch control device for controlling,
When the pair of clutches are switched from the non-engaged state to the engaged state, the biasing force acts on the plunger to accelerate the plunger along the one direction, and then the elastic force is applied. First setting means for setting a first drive current as an initial drive current of the electromagnetic actuator so that the plunger is decelerated along the one direction by exceeding the urging force according to the stroke amount;
Second setting means for setting a second drive current, which is a new drive current of the electromagnetic actuator, so as to reduce an impact generated when the plunger comes into contact with the stopper after the plunger is decelerated. An electromagnetic clutch control device comprising the electromagnetic clutch. Detection means for detecting a stroke speed which is a speed when the plunger moves along the one direction;
2. The electromagnetic clutch control device according to claim 1, wherein the second setting unit sets the second drive current when the stroke speed is smaller than a predetermined speed. 3. The biasing force generating means includes an electromagnetic coil and a yoke,
The second setting means sets the second drive current when the sign of the rate of change of electromotive force generated in the electromagnetic coil is inverted in accordance with a change in stroke speed of the plunger. Item 2. The electromagnetic clutch control device according to Item 1. 2. The electromagnetic clutch control device according to claim 1, wherein the second setting unit sets the second drive current after a predetermined time has elapsed since the start of application of the urging force to the plunger. The plunger is fixed to a sleeve mechanism that is slidable along the one direction,
The elastic body includes a first elastic body and a second elastic body arranged in parallel with the sleeve mechanism,
The elastic force is composed of a first elastic force and a second elastic force that can act on the plunger from the first elastic body and the second elastic body via the sleeve mechanism, respectively.
The elastic modulus of the second elastic body is larger than the elastic modulus of the first elastic body,
The combined force of the first elastic force and the second elastic force exceeds the urging force when the second elastic force is applied to the first elastic force. 5. The electromagnetic clutch control device according to Item.

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