JP2010281396A - Clutch control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch control device inhibiting a pair of engagement members from being kept engaged. <P>SOLUTION: A clutch control device controls a clutch including a pair of engagement members disposed in a vehicle drive force transmission route and being engaged and released by relatively moving in an axial direction, a drive means engaging the pair of engagement members by driving at least one of the pair of engagement member toward another, and a bias means applying force in a separation direction on the pair of engagement member. When it is determined that the pair of engagement members are kept in an engaged state after command for stopping drive to the pair of engagement members is issued to the drive means (S10-Y), predetermined control, which is control for fluctuating direction of resultant force of force relatively moving the pair of engagement members in an axial direction and force relatively rotating the same in a circumferential direction, is executed (S20). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a clutch control device, and more particularly to a clutch control device that controls a clutch having a pair of engaging members that are relatively moved in an axial direction to be engaged or released.

  2. Description of the Related Art Conventionally, a clutch device having a plurality of engaging members that are relatively moved in the axial direction and engaged or released and a control unit that engages or releases the plurality of engaging members is known. For example, Patent Document 1 discloses a technology for connecting a motor and a power transmission mechanism via a dog clutch as a motor disconnection unit in a vehicle drive device that transmits a driving force of the motor to a drive wheel via a power transmission mechanism. It is disclosed.

JP 2005-106266 A

  In a clutch device provided with a pair of engagement members provided in a power transmission path of a vehicle and engaged or released by moving relative to each other in an axial direction, a pair of engagement members is reliably provided when the pair of engagement members should be released. It is desirable to be released. For example, when a temporary tilt or catch occurs, the pair of engaging members may be difficult to release. Thus, even if it is a case where it becomes difficult to release a pair of engaging members, it is desired to be able to suppress that a pair of engaging members remain engaged.

  An object of the present invention is a clutch provided with a pair of engagement members that are provided in a power transmission path of a vehicle and engage or release by moving relative to each other in the axial direction, and the pair of engagement members remain engaged. It is an object of the present invention to provide a clutch control device that can suppress this.

  A clutch control device of the present invention is provided in a power transmission path of a vehicle, and a pair of engagement members that are relatively moved in the axial direction to engage or release, and at least one of the pair of engagement members to the other A clutch control device that controls a clutch that includes a driving unit that drives the pair of engaging members to be engaged and a biasing unit that applies a force in a direction away from the pair of engaging members. And when it is determined that the pair of engaging members remain in the engaged state after the driving means is instructed to stop driving the pair of engaging members. Predetermined control is executed, and the predetermined control is control for changing a direction of a resultant force of a force that relatively moves in the axial direction acting on the pair of engaging members and a force that relatively rotates in the circumferential direction. And

  A clutch control device of the present invention is provided in a power transmission path of a vehicle, and a pair of engagement members that are relatively moved in the axial direction to engage or release, and at least one of the pair of engagement members to the other A clutch control device that controls a clutch that includes a driving unit that drives the pair of engaging members to be engaged and a biasing unit that applies a force in a direction away from the pair of engaging members. And when it is determined that the pair of engaging members remain in the engaged state after the driving means is instructed to stop driving the pair of engaging members. Predetermined control is executed, and the predetermined control is control that varies at least one of a force that relatively moves in the axial direction acting on the pair of engaging members or a force that relatively rotates in the circumferential direction. When That.

  In the clutch control device of the present invention, one of the pair of engaging members is connected to a rotor of a rotating electrical machine, and as the predetermined control, a force for relative rotation in the circumferential direction by changing an output torque of the rotating electrical machine. It is characterized by changing.

  In the clutch control device according to the aspect of the invention, the driving unit drives the pair of engaging members with a driving force corresponding to a supplied current, and varies the magnitude of the current as the predetermined control. The force for relative movement in the direction is varied.

  In the clutch control device of the present invention, in the predetermined control, the direction of at least one of the force for relative movement in the axial direction and the force for relative rotation in the circumferential direction is reversed.

  In the clutch control device of the present invention, as the predetermined control, the force for relative movement in the axial direction and the force for relative rotation in the circumferential direction are varied, and the variation in the force for relative movement in the axial direction and the circumferential direction are determined. It is characterized in that at least one of the phase and the period differs depending on the fluctuation of the force for relative rotation.

  In the clutch control device of the present invention, the clutch control device includes warning means for warning the driver when it is determined that the cause of the engagement state being a mechanical failure of the clutch, When the pair of engaging members determined to be are released by the predetermined control, after the execution of the predetermined control, the number of times the pair of engaging members are released after the command is given is determined in advance. When the predetermined number of times is reached, it is determined that the cause of the engagement state is not a mechanical failure of the clutch.

  The clutch control device according to the present invention is characterized in that the clutch in which the pair of engaging members are meshing is controlled.

  The clutch control device according to the present invention drives at least one of the pair of engaging members toward the other to engage the pair of engaging members, and is separated from the pair of engaging members. A clutch control device that controls a clutch having a biasing means that applies a directional force, and after a command to stop driving of the pair of engagement members is issued to the drive means, the pair of engagement members When it is determined that the engaged state remains, predetermined predetermined control is executed. The predetermined control is control for changing a direction of a resultant force of a force that is relatively moved in the axial direction acting on the pair of engaging members and a force that is relatively rotated in the circumferential direction. By changing the direction of the relative moving force acting on the pair of engaging members, the pair of engaging members that are kept in the engaged state are urged to be released, and the engagement remains suppressed. Can do.

FIG. 1 is a flowchart showing the operation of the first embodiment of the clutch control apparatus according to the present invention. FIG. 2 is a diagram showing a schematic configuration of a power transmission path of a vehicle to which the first embodiment of the clutch control device according to the present invention is applied. FIG. 3 is a schematic view showing a main part of the clutch device according to the first embodiment of the clutch control device according to the present invention. FIG. 4 is a diagram showing the clutch device when the electromagnetic coil is in an excited state in the first embodiment of the clutch control device according to the present invention. FIG. 5 is a diagram showing an example of the relationship between the applied current and the MG1 torque in the predetermined control of the first embodiment of the clutch control device according to the present invention. FIG. 6 is a diagram showing an example of the relationship between the applied current and the MG1 torque in the predetermined control of the modification of the first embodiment of the clutch control device according to the present invention.

  Hereinafter, an embodiment of a clutch control device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 5. The present embodiment relates to a clutch control device that controls a clutch having a pair of engaging members that are relatively moved in the axial direction to be engaged or released. FIG. 2 is a diagram showing a schematic configuration of a power transmission path of a vehicle to which the first embodiment of the clutch control device of the present invention is applied.

  In the present embodiment, in an electromagnetic clutch device (see reference numeral 50 in FIG. 2) in which power is transmitted via a cam, when an ON failure occurs in which the friction surface does not normally separate when the clutch device 50 is turned off. In addition, control for returning the clutch device 50 to normal is performed. Specifically, control is performed to increase / decrease the applied current i flowing through the electromagnetic coil (see reference numeral 56 in FIG. 2) of the clutch device 50 and the first motor generator (see reference numeral 6 in FIG. 2). Control is performed so that negative torque and negative torque act alternately. As a result, the axial force and the circumferential force for moving the components of the clutch device 50 relative to each other can be varied, and the clutch device 50 can be released by eliminating the catch of the clutch device 50 and the like.

  In FIG. 2, the code | symbol 1 shows the transmission installed in the vehicle (not shown). In the following description, the axial direction is parallel to the central axis that is the axis that becomes the center of rotation when the input shaft 5 of the transmission 1 that will be described later rotates when the axial direction is not described. The direction. Moreover, the radial direction in the same case means a direction orthogonal to the central axis of the input shaft 5, and the circumferential direction means a circumferential direction centered on the central axis of the input shaft 5.

  Reference E indicates an engine. As the engine E, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, a hydrogen engine, or the like can be used. In this embodiment, for convenience, a case where a gasoline engine is used as the engine E will be described. The engine E is a device that outputs power from a crankshaft (not shown) by fuel combustion, and is a known device that includes an intake device, an exhaust device, a fuel injection device, an ignition device, a cooling device, and the like.

  The transmission 1 includes an input shaft 5, a power split mechanism 10, and a clutch device 50. The input shaft 5 is arranged coaxially with a crankshaft (not shown) of the engine E. The end of the input shaft 5 on the engine E side is connected to the crankshaft, and the power of the engine E is transmitted to the input shaft 5.

  A hollow shaft 17 is disposed outside the input shaft 5 in the radial direction. The hollow shaft 17 is supported so as to be rotatable relative to the input shaft 5. The first motor generator 6 is disposed on the radially outer side of the hollow shaft 17. A second motor generator 9 is disposed at a position facing the first motor generator 6 in the axial direction across the power split mechanism 10.

  The first motor generator 6 and the second motor generator 9 have a function (power running function) as an electric motor driven by supplying electric power and a function (regenerative function) as a generator that converts mechanical energy into electric energy. Have both. As the first motor generator 6 and the second motor generator 9, for example, an AC synchronous motor generator can be used. As a power supply device that supplies power to the first motor generator 6 and the second motor generator 9, a power storage device such as a battery or a capacitor, a known fuel cell, or the like can be used.

  The first motor generator 6 has a stator 61 fixed to the housing 4 and a rotatable rotor 62. The stator 61 has a fixed iron core and a coil 63 wound around the iron core. The stator 61 and the rotor 62 are configured by laminating a plurality of electromagnetic steel sheets having a predetermined thickness in the thickness direction. The plurality of electromagnetic steel plates are stacked in the axial direction of the input shaft 5. The rotor 62 is connected to the outer peripheral side of the hollow shaft 17 and rotates integrally with the hollow shaft 17. A resolver 41 that detects the rotational speed and rotational phase (rotational position) of the rotor 62 of the first motor generator 6 is disposed on the hollow shaft 17. The resolver 41 is a well-known one having a rotor fixed to the hollow shaft 17 and rotating integrally with the hollow shaft 17 and a fixed stator, and can detect the rotational speed and rotational phase of the rotor 62 with high accuracy. it can.

  The second motor generator 9 has a stator 91 fixed to the housing 4 and a rotatable rotor 92. The stator 91 has an iron core and a coil 93 wound around the iron core. The stator 91 and the rotor 92 are configured by laminating a plurality of electromagnetic steel plates having a predetermined thickness in the thickness direction. The plurality of electromagnetic steel sheets are stacked in the axial direction of the MG shaft 45. The rotor 92 is connected to the outer peripheral side of the MG shaft 45 and rotates integrally with the MG shaft 45. The MG shaft 45 is provided with a resolver 42 that detects the rotational speed and rotational phase of the rotor 92 of the second motor generator 9. The resolver 42 has the same configuration as the resolver 41, and can detect the rotational speed and rotational phase of the rotor 92 with high accuracy.

  The power split mechanism (in other words, the power combining mechanism) 10 includes a first planetary gear mechanism 11 and a second planetary gear mechanism 21. The first planetary gear mechanism 11 includes a sun gear 12 and a ring gear 14 arranged coaxially with each other, a plurality of planetary gears 13 interposed between these gears, and a planetary carrier 15 that rotatably supports the planetary gear 13. And have. The planetary carrier 15 is fixed to the housing 4 so as not to rotate. That is, the planetary gear 13 of the first planetary gear mechanism 11 can rotate, but the revolution around the sun gear 12 is restricted.

  The sun gear 12 is connected to the outer peripheral side of the MG shaft 45 and rotates integrally with the MG shaft 45. That is, the sun gear 12 is connected to the rotor 92 of the second motor generator 9 via the MG shaft 45, and the output of the second motor generator 9 is transmitted to the sun gear 12.

  The second planetary gear mechanism 21 includes a sun gear 22 and a ring gear 24 arranged coaxially with each other, a plurality of planetary gears 23 interposed between these gears, and a planetary carrier 25 that rotatably supports the planetary gears 23. And have. The planetary carrier 25 is connected to the input shaft 5 so as to be integrally rotatable. The sun gear 22 is coupled to the hollow shaft 17 so as to be integrally rotatable. That is, the sun gear 22 is connected to the rotor 62 of the first motor generator 6 via the hollow shaft 17, and transmits power to and from the rotor 62. In other words, when the first motor generator 6 functions as a generator, power is transmitted from the sun gear 22 to the rotor 62 via the hollow shaft 17, and when the first motor generator 6 functions as an electric motor. The output of the first motor generator 6 is transmitted to the sun gear 22 via the hollow shaft 17.

  Further, the ring gear 14 of the first planetary gear mechanism 11 and the ring gear 24 of the second planetary gear mechanism 21 are connected by a connecting member 26 so as to be integrally rotatable. A counter drive gear 33 is formed on the outer peripheral side of the connecting member 26. The counter drive gear 33 meshes with the counter driven gear 35. A counter drive gear 35 is provided with a final drive pinion gear 36 on the same axis as the counter driven gear 35. The power transmitted from the counter drive gear 33 to the counter driven gear 35 is transmitted from the final drive pinion gear 36 to the drive shaft (drive shaft) 38 via the differential 37.

  The clutch device 50 functions as a brake that restricts the rotation of the hollow shaft 17. The clutch device 50 includes a first cam member 51, a second cam member 52, a yoke 55, an electromagnetic coil (drive means) 56, and a rolling element 57.

  The first cam member 51 and the second cam member 52 each have an annular shape and face each other in the axial direction. The first cam member 51 is connected to the end of the hollow shaft 17 on the engine E side. The first cam member 51 is connected to the hollow shaft 17 so as to be integrally rotatable and incapable of relative movement in the axial direction. The second cam member 52 is disposed closer to the engine E than the first cam member 51. The second cam member 52 is disposed coaxially with the first cam member 51, and is supported so as to be rotatable and relatively movable in the axial direction with respect to the first cam member 51. The second cam member 52 is biased in the axial direction toward the first cam member 51 by a biasing means such as a spring (not shown). A plurality of rolling elements 57 are held between the first cam member 51 and the second cam member 52. The yoke 55 is disposed on the engine E side of the second cam member 52 and is fixed to the housing 4. The yoke 55 has an annular shape and faces the second cam member 52 in the axial direction. The input shaft 5 penetrates the first cam member 51, the second cam member 52, and the yoke 55 in the radial direction, respectively, in the axial direction. An electromagnetic coil 56 is disposed in the yoke 55.

  FIG. 3 is a schematic diagram showing a main part of the clutch device 50. FIG. 3 shows the vicinity of the rolling element 57 viewed from the outside in the radial direction. Cam surfaces 53 and 54 are formed on the first cam member 51 and the second cam member 52, respectively.

  The cam surface 53 is formed on a surface of the first cam member 51 that faces the second cam member 52, and forms a groove 51 a that is recessed in a direction away from the second cam member 52. The groove 51a has a V-shaped cross section.

  The cam surface 54 is formed on a surface of the second cam member 52 that faces the first cam member 51, and forms a groove 52 a that is recessed in a direction away from the first cam member 51. The groove 52a has a V-shaped cross section. The rolling element 57 is held by the groove 51a and the groove 52a. The cam surface 53, the cam surface 54, and the rolling element 57 constitute a cam mechanism. Power is transmitted between the first cam member 51 and the second cam member 52 by the cam mechanism.

  As shown in FIG. 2, the vehicle is provided with a control unit 100 that controls the state of engagement or disengagement of the clutch device 50. The control unit 100 controls the electromagnetic force generated by the electromagnetic coil 56 by controlling the current flowing through the electromagnetic coil 56.

  FIG. 3 shows the clutch device 50 when no current is passed through the electromagnetic coil 56 and the electromagnetic coil 56 is in a non-excited state. When the electromagnetic coil 56 is in a non-excited state, no attractive force due to electromagnetic force acts on the second cam member 52. For this reason, the second cam member 52 is separated from the yoke 55 in the axial direction by the urging force of the urging means that presses toward the first cam member 51. Therefore, the rotation of the second cam member 52 is not restricted, and the second cam member 52 is in a rotatable state. Accordingly, the second cam member 52 is driven by the rotating first cam member 51 and rotates at the same rotational speed as the first cam member 51. That is, the hollow shaft 17 can rotate without being restricted by the clutch device 50.

  In this case, by controlling the rotational speed of the first motor generator 6, the relationship between the rotational speed of the planetary carrier 25 and the rotational speed of the ring gear 24 in the second planetary gear mechanism 21 can be arbitrarily controlled. That is, the rotation speed of the input shaft 5 to which the output of the engine E is transmitted can be changed at an arbitrary speed ratio and output from the ring gear 24. In other words, when the clutch device 50 is in the released state, the transmission 1 can function as a continuously variable transmission (CVT) capable of continuously changing the gear ratio.

  FIG. 4 is a diagram showing the clutch device 50 when a current is passed through the electromagnetic coil 56 and the electromagnetic coil 56 is in an excited state. When the electromagnetic coil 56 is energized and the electromagnetic coil 56 is excited, an attractive force acts between the yoke 55 and the second cam member 52 due to the magnetic field generated around the electromagnetic coil 56. Here, since the yoke 55 is fixed to the housing 4, the second cam member 52 is driven toward the yoke 55 by the attractive force generated by the electromagnetic coil 56. That is, when a current is passed through the electromagnetic coil 56, the driving force F <b> 1 toward the yoke 55 acts on the second cam member 52. As a result, the second cam member 52 moves toward the yoke 55 and comes into contact with the yoke 55. The surfaces (friction surfaces) facing each other in the axial direction in the second cam member 52 and the yoke 55 are configured to be capable of frictional engagement, and when the second cam member 52 comes into contact with the yoke 55, the second cam member 52. And the yoke 55 are frictionally engaged. Thus, the second cam member 52 and the yoke 55 constitute a pair of engaging members that are relatively moved in the axial direction to be engaged or released. In addition, the electromagnetic coil 56 functions as a driving unit that drives the second cam member 52 toward the yoke 55 when a current is applied. The second cam member 52 and the yoke 55 are frictionally engaged, and the relative rotation of the second cam member 52 with respect to the yoke 55 is restricted, whereby the rotation of the second cam member 52 is restricted.

  When the rotation of the second cam member 52 is restricted, the first cam member 51 rotates relative to the second cam member 52. As a result, as shown in FIG. 4, the rolling elements 57 abut against the portions of the cam surface 53 of the first cam member 51 and the cam surface 54 of the second cam member 52 that are opposed to each other in the rotational direction. Further rotation of one cam member 51 is restricted. In other words, the first cam member 51 and the second cam member 52 rotate relative to each other, and the cam surface 53 and the cam surface 54 come into contact with each other (via the rolling elements 57), whereby further relative rotation is restricted. . For this reason, the relative rotation of the first cam member 51 with respect to the second cam member 52 is restricted, and the rotation of the first cam member 51 is restricted. In the following description, a state in which the relative rotation of the second cam member 52 with respect to the yoke 55 is restricted in this way is described as an “engaged state” of the clutch device 50.

  When the rotation of the first cam member 51 is restricted, the rotation of the hollow shaft 17 and the sun gear 22 of the second planetary gear mechanism 21 is also restricted. By restricting the rotation of the sun gear 22 in this way, in the second planetary gear mechanism 21, the ratio between the rotational speed of the planetary carrier 25 and the rotational speed of the ring gear 24 is fixed. That is, by setting the clutch device 50 to the engaged state (completely engaged state), in the transmission 1, the gear ratio between the rotational speed of the input shaft 5 to which the output of the engine E is transmitted and the rotational speed of the ring gear 24. It is possible to realize a fixed-stage traveling mode in which is fixed.

  In the engaged state of the clutch device 50, when the energization to the electromagnetic coil 56 is stopped and the electromagnetic coil 56 is in a non-excited state, the second cam member 52 and the yoke 55 are attracted by electromagnetic force. Force stops working. Accordingly, the second cam member 52 moves in the axial direction toward the first cam member 51 by the urging force of the urging means and is separated from the yoke 55. The second cam member 52 and the yoke 55 are separated from each other in the axial direction from the frictionally engaged state and can be relatively rotated, and the rotation of the second cam member 52 is not restricted. Therefore, the second cam member 52 is rotated by the power transmitted from the first cam member 51 via the rolling element 57. As a result, the transmission 1 shifts from the fixed speed travel mode in which the speed ratio between the rotational speed of the input shaft 5 and the rotational speed of the ring gear 24 is fixed to the continuously variable speed mode in which the speed ratio can be continuously changed. . In the following description, the clutch device 50 is in a state where no attractive force is applied between the second cam member 52 and the yoke 55 and the relative rotation of the second cam member 52 with respect to the yoke 55 is not restricted. Is described as “released state”.

  Whether the clutch device 50 is in the disengaged state and the transmission 1 functions as a continuously variable transmission or whether the clutch device 50 is in the engaged state and is in the fixed-stage traveling mode is determined according to the traveling state of the vehicle. Here, the traveling state is, for example, a vehicle speed, a load, or the like, and the control unit 100 performs control for engaging the clutch device 50 when the traveling state is a predetermined traveling state. The predetermined traveling state includes, for example, a case where the vehicle speed is a high vehicle speed.

  When it is determined that the clutch device 50 is to be engaged based on the traveling state, the control unit 100 performs control to engage the clutch device 50. The control unit 100 causes a large current to flow through the electromagnetic coil 56 when engaging the released clutch device 50, and after engaging the clutch device 50, the control unit 100 sets a current value to be passed through the electromagnetic coil 56 at the time of engagement. Compared to a small current value. In addition, when it is determined that the engaged clutch device 50 is in the released state, the control unit 100 performs control (release control) for releasing the clutch device 50. As the release control, the control unit 100 sets the value of the current flowing through the electromagnetic coil 56 to 0, and does not apply the driving force by the electromagnetic force to the second cam member 52.

  Here, there may be a case where there is an abnormality in which the clutch device 50 is not in the disengaged state even though energization to the electromagnetic coil 56 is stopped to bring the clutch device 50 into the disengaged state. In the following description, an abnormality in which the clutch device 50 remains in the engaged state even though the clutch device 50 is controlled to be in the released state is described as an “on failure”. The cause of the ON failure is not only a hardware failure (mechanical failure) of the clutch device 50 but also a catch caused by a small foreign object caught in the clutch device 50 or the second cam member 52 etc. being inclined. It may be a temporary or minor malfunction.

  It is desired that the clutch device 50 can be released when an on-failure occurs. In particular, if an on-failure has occurred due to a temporary cause, the cause of the cause is eliminated (for example, the catch is eliminated), and the clutch device 50 is released, so that the clutch device 50 is normally operated. There is a possibility that it can be returned to an operating state.

  In the present embodiment, when an on-failure is detected, predetermined control for bringing the clutch device 50 into a released state is executed. Specifically, when an on-failure is detected in the clutch device 50, control for swinging (swinging) the components of the clutch device 50 is executed. In this predetermined control, the magnitude of the applied current i passed through the electromagnetic coil 56 is periodically varied to relatively swing each component of the clutch device 50 in the axial direction (hereinafter referred to as “axial swing”). Control)), and the first motor generator 6 functions as an electric motor, and the output torque is alternately oscillated in the positive direction and the negative direction, whereby each component of the clutch device 50 is relatively moved in the circumferential direction. , And control to oscillate (hereinafter referred to as “circumferential oscillating control”) is executed.

  When the axial swing control is executed, the magnitude of the axial force acting between the second cam member 52 and the yoke 55 in the clutch device 50 can be varied. Further, the second cam member 52 and the yoke 55 are provided with biasing means for applying a biasing force in a direction opposite to the attracting force by the electromagnetic force (a direction in which the second cam member 52 and the yoke 55 are separated from each other). Control for reversing the direction of the force to move relative to 55 in the axial direction can be performed. That is, when the magnitude of the attracting force by the electromagnetic force exceeds the magnitude of the urging force of the urging means, it is possible to apply a force that causes the second cam member 52 and the yoke 55 to move relative to each other in a direction approaching each other. On the other hand, when the magnitude of the attraction force by the electromagnetic force is less than the magnitude of the urging force of the urging means, a force that causes the second cam member 52 and the yoke 55 to move relative to each other in a direction away from each other can be applied. it can.

  Even if there is a temporary cause or a minor malfunction that causes an ON failure that remains in the engaged state in the clutch device 50, the magnitude of the driving force in the axial direction is changed, or the relative movement is made in the axial direction. By reversing the direction of the force and causing the components of the clutch device 50 to swing, the cause of the transient and minor problems can be solved, and the clutch device 50 can be released. For example, even when a foreign object is caught or the second cam member 52 or the like is caught, the catch can be eliminated and the clutch device 50 can be opened.

  Further, when the circumferential swing control is executed, the magnitude of the circumferential force acting between the second cam member 52 and the yoke 55 can be changed. In other words, the magnitude of the force that relatively rotates the second cam member 52 and the yoke 55 in the circumferential direction can be varied. In addition, it is possible to perform control of reversing the direction of the force that causes the second cam member 52 and the yoke 55 to move relative to each other in the circumferential direction and relatively swinging in the circumferential direction. That is, by switching the output torque of the first motor generator 6 (hereinafter also simply referred to as “MG1 torque”) from positive torque to negative torque, or from negative torque to positive torque, each configuration of the clutch device 50 The direction of relative movement in the circumferential direction of the element can be reversed. Here, the positive torque and the negative torque have different rotational directions. That is, the positive torque is a torque in a direction in which the second cam member 52 is rotated relative to the yoke 55 in one of the rotational directions, and the negative torque is the second cam member 52 with respect to the yoke 55. This is the torque in the direction of relative rotation in the other direction of rotation.

  By reversing the MG1 torque, the first cam member 51 and the second cam member 52 are relatively rotated by the amount of play of the cam mechanism, and the release of the clutch device 50 can be urged. By relatively rotating the first cam member 51 and the second cam member 52, for example, it is possible to apply a shock to the second cam member 52 to eliminate the catch.

  Thus, even if there is a temporary cause or a minor malfunction that causes an on-failure that remains engaged in the clutch device 50, the second cam member 52 and the yoke 55 are relatively rotated in the circumferential direction. By causing the magnitude of the force to be changed or reversing the direction of the force for relative rotation in the circumferential direction, the temporary cause and minor problems can be eliminated, and the clutch device 50 can be released.

  When at least one of the force that relatively moves the second cam member 52 and the yoke 55 in the axial direction or the force that relatively rotates the circumferential direction in the circumferential direction is changed, the second cam member 52 and the yoke 55 act. The direction and magnitude of the force vector can be varied. In other words, the direction and magnitude of the resultant force of the axially moving force acting on the pair of engaging members composed of the second cam member 52 and the yoke 55 and the circumferentially rotating force are varied. Can do. As a result, various relative movement forces can be applied to the second cam member 52 and the yoke 55. Not only can it be simply moved in the axial direction or relatively rotated in the circumferential direction, but it can be screwed in to force the second cam member 52 against the yoke 55 while rotating relatively, A force for separating the second cam member 52 relative to the yoke 55 can be applied while rotating relatively. As a result, even if a catch or the like is generated between the yoke 55 and the second cam member 52, the catch can be eliminated and the clutch device 50 can be released.

  The cause of the ON failure that can be eliminated is not limited to the hook between the yoke 55 and the second cam member 52, but the second cam member 52 and the second cam member 52 are supported so as to be movable in the axial direction. When the hook is generated between the first cam member 51 and the rolling element 57, or when the hook is generated between the second cam member 52 and the rolling element 57. Even when the hook is generated, the clutch device 50 can be released by eliminating the hook.

  For example, the second cam member 52 and a support portion that supports the second cam member 52 may be caught by inclination or foreign matter at a sliding portion. On the other hand, by changing the applied current i, the force for moving the second cam member 52 relative to the support portion in the axial direction can be changed. Further, by changing the MG1 torque, it is possible to change the force for rotating the second cam member 52 relative to the support portion in the circumferential direction. By swinging the second cam member 52 in the axial direction or the circumferential direction with respect to the support portion, the catch can be eliminated and the second cam member 52 can be returned to a state in which the second cam member 52 can be moved relative to the support portion. it can.

  There is a case in which a catch due to foreign matter or the like occurs between the rolling element 57 and the first cam member 51 or the second cam member 52, and the clutch device 50 remains in the engaged state. On the other hand, by changing the applied current i, the force for moving the first cam member 51 and the second cam member 52 in the axial direction relative to the rolling element 57 can be changed. Further, by changing the MG1 torque, it is possible to change the force for rotating the first cam member 51 and the second cam member 52 relative to the rolling element 57 in the circumferential direction. By swinging the first cam member 51 and the second cam member 52 in the axial direction and the circumferential direction with respect to the rolling element 57, the catch can be eliminated and the clutch device 50 can be released.

  Further, in the present embodiment, as will be described below with reference to FIG. 5, the phase of fluctuation of the attractive force due to the electromagnetic force (the phase of fluctuation of the applied current i) in the axial direction swing control and the circumferential direction swing The phase of the MG1 torque in the control is different. That is, the timing at which the attraction force due to electromagnetic force is maximized or minimized is shifted from the timing at which the MG1 torque is maximized or minimized. As a result, the state in which the magnitude of the force that causes the clutch device 50 to swing in the axial direction becomes an extreme value and the state in which the magnitude of the force that causes the clutch device 50 to swing in the circumferential direction become an extreme value alternately occur. Release of the device 50 can be facilitated. Further, if the timing at which the attractive force due to the electromagnetic force is minimized and the clutch device 50 is easily released is shifted from the timing at which the MG1 torque reaches the extreme value, the temporary cause of the on-failure has been eliminated. In this case, the clutch device 50 can be quickly released.

  FIG. 5 is a diagram illustrating an example of the relationship between the applied current i and the MG1 torque in the predetermined control according to the present embodiment.

  In FIG. 5, the horizontal axis represents time, the left vertical axis represents torque (Nm), and the right vertical axis represents current value (A). Reference numeral 201 denotes an applied current i supplied to the electromagnetic coil 56, and reference numeral 202 denotes an output torque (MG1 torque) of the first motor generator 6.

  As shown in FIG. 5, the applied current i (201) is between the maximum current value i2 (for example, the maximum value of the current that can be passed through the electromagnetic coil 56) and the minimum current value i1 (for example, 0). It is set to a value that varies periodically. The MG1 torque 202 is set to a value that periodically varies between + β (a maximum value that is a positive torque) and −β (a minimum value that is a negative torque). In other words, the MG1 torque 202 is swung to the positive torque side and the negative torque side with a torque swing width β.

  By periodically changing the applied current i (201) between the minimum current value i1 and the maximum current value i2, the direction of the driving force (the force for relative movement in the axial direction) acting on the second cam member 52 is changed. Can be reversed. When the magnitude of the attractive force is larger due to the relationship between the magnitude of the attractive force due to the electromagnetic force and the magnitude of the urging force by the urging means, the second cam member 52 is driven toward the yoke 55. When the magnitude of the urging force is larger, the second cam member 52 is driven toward the first cam member 51. Further, when the MG1 torque 202 changes from a positive torque to a negative torque or from a negative torque to a positive torque, the direction of the force that causes the second cam member 52 to rotate relative to the yoke 55 in the circumferential direction is changed. Invert. As described above, the direction of the force that relatively moves the components of the clutch device 50 in the axial direction and the direction of the force that relatively rotates the components in the circumferential direction are reversed, thereby urging the clutch device 50 to be released.

  Furthermore, the phase (initial phase) of the applied current i (201) is different from the phase of the MG1 torque 202. Thereby, the timing at which the applied current i (201) reaches an extreme value and the timing at which the MG1 torque 202 becomes an extreme value are deviated, thereby eliminating the cause of the ON failure in the clutch device 50 and promoting the release of the clutch device 50. can do. For example, when the applied current i (201) and the MG1 torque 202 are fluctuated in the same cycle, if the phase of the applied current i (201) and the phase of the MG1 torque 202 are the same, a certain applied current i ( The value of MG1 torque 202 is always the same combination with the value of 201).

  On the other hand, even when the applied current i (201) and the MG1 torque 202 are fluctuated in the same cycle, by making the phases different from each other, the value of the applied current i (201) is Different MG1 torques 202 can be applied to the clutch device 50. Thereby, the combination of the force that relatively moves each element of the clutch device 50 in the axial direction and the force that relatively rotates the elements in the circumferential direction can be changed variously, and the release of the clutch device 50 can be promoted. When the second cam member 52 and the yoke 55 are caught due to a temporary cause, it is possible to eliminate the catch and increase the possibility that the clutch device 50 is released.

  Further, by making the cycle of fluctuation of the applied current i (201) different from the cycle of fluctuation of the MG1 torque 202, the clutch device is configured so that the MG1 torque 202 that is different for each cycle with respect to the value of a certain applied current i (201). 50 may be applied. For example, even when the phase of the applied current i (201) at the start of the predetermined control is equal to the phase of the MG1 torque 202, the cycle of the applied current i (201) and the MG1 torque 202 is made different. For example, the combination of the force that relatively moves each element of the clutch device 50 in the axial direction and the force that relatively rotates the elements in the circumferential direction can be changed in various ways.

  In the present embodiment, as shown in FIG. 5, not only the phase of the applied current i (201) and the phase of the MG1 torque 202 are different from each other, but also the cycle of the applied current i (201) and the cycle of the MG1 torque 202 are changed. It is different. Therefore, the combination of the force that relatively moves the components of the clutch device 50 in the axial direction and the force that relatively rotates the components in the circumferential direction can be varied. Therefore, in the clutch device 50, the combination of the force that causes the components to swing relative to each other in the axial direction and the force that causes the components to swing relative to the circumferential direction are variously changed, and the clutch device 50 can be easily released. be able to.

  Next, the operation of this embodiment will be described with reference to FIG. FIG. 1 is a flowchart showing the operation of this embodiment. The control based on the flowchart shown in FIG. 1 is executed when the clutch device 50 is shifted from the engaged state to the released state.

  In step S10, it is determined whether an on-failure has been detected by the control unit 100. Based on the detection result of the resolver 41, the control unit 100 detects the rotation state of the hollow shaft 17, in other words, the rotation state of the first cam member 51 and the second cam member 52. As a result of the detection, when the rotation of the first cam member 51 or the second cam member 52 is not detected or when the detected rotation speed is equal to or less than a predetermined rotation speed, the control unit 100 It is determined that the device 50 has not been released and an on failure has occurred. If rotation is not detected, it is considered that the clutch device 50 remains in a fully engaged state, and the hollow shaft 17 is rotating, but if the rotational speed is too low, the clutch device 50 is fully engaged. It is conceivable that it is in a semi-engaged state without being released. The predetermined rotational speed may be a constant value, for example, and may be variably set based on the rotational speed of the rotational shaft of the power transmission path such as the input shaft 5 or the drive shaft 38. As a result of the determination in step S10, if it is determined that an on-failure has been detected (step S10-Y), the process proceeds to step S20. If not (step S10-N), the control flow ends.

  In step S20, the control unit 100 executes predetermined control (return control) for returning the clutch device 50 stopped in the engaged state. As described with reference to FIG. 5, the control unit 100 varies the applied current i that is the amount of current supplied to the electromagnetic coil 56 and also varies the MG1 torque that is the output torque of the first motor generator 6. . Thereby, the components of the clutch device 50 are relatively swung in the axial direction or relatively swung in the circumferential direction. Control unit 100 sets the phase of fluctuation of applied current i and the phase of fluctuation of MG1 torque to different values. Furthermore, the cycle of fluctuation of the applied current i is different from the cycle of fluctuation of the MG1 torque. As a result, the combination of the magnitude and direction of the circumferential driving force that relatively moves the components of the clutch device 50 and the magnitude and direction of the axial driving force change variously, and foreign matter is pinched, etc. Can be effectively resolved. When the predetermined control is executed for a predetermined period (for example, a predetermined time), the process proceeds to step S30.

  In step S30, the control unit 100 increments the counter I. The counter I counts the number of executions of the predetermined control, and is incremented every time an on-failure is detected (step S10-Y) and the predetermined control is executed for a predetermined period (step S20). The control unit 100 adds 1 to the counter I and substitutes the counter I + 1 into the counter I. The counter I is reset to 0 at the start or end of this control flow. When step S30 is executed, the process proceeds to step S40.

  In step S40, the control unit 100 determines whether or not the clutch device 50 is in a normal state. In step S40, it is determined whether or not the clutch device 50 has been released. The control unit 100 performs the determination in step S40 based on the detection result of the resolver 41. For example, when the rotational speed of the hollow shaft 17 detected by the resolver 41 is equal to or higher than a predetermined rotational speed, the control unit 100 determines that the clutch device 50 is in a normal state. The rotational speed for this determination may be a fixed value, or may be set variably based on the rotational speed of the rotational shaft of the power transmission path such as the input shaft 5 or the drive shaft 38. As a result of the determination in step S40, if it is not determined that the clutch device 50 is in a normal state (step S40-N), the process proceeds to step S50. If it is determined that the clutch device 50 is normal (step S40-Y), this control is performed. The flow is terminated.

  In step S50, the control unit 100 determines whether or not the counter I is greater than the number of tries α. The number of trials α is a threshold value for determining whether or not the clutch device 50 is in a failure state in which the clutch device 50 cannot be released even by predetermined control, such as when the clutch device 50 has a hardware failure. The number of tries α can be a predetermined constant. As a result of the determination in step S50, if it is determined that the counter I is greater than the number of trials α (step S50-Y), the process proceeds to step S60. Otherwise (step S50-N), the process proceeds to step S10. Transition.

  In step S60, the control unit 100 notifies the driver and shifts to retreat travel. The control unit 100 notifies the driver of the failure of the clutch device 50 by turning on a caution lamp or the like. In addition, the control unit 100 performs a retreat travel in which the vehicle travels while the clutch device 50 remains engaged. When step S60 is executed, the control flow ends.

  According to the present embodiment, the control unit 100 attempts to release the clutch device 50 by the predetermined control without immediately shifting to the retreat travel when the on-failure is detected, and the clutch device also by the predetermined control. When 50 is not released, it is determined that the clutch device 50 is abnormal. When the predetermined control is executed, if the on-failure occurs only when the components of the clutch device 50 are accidentally caught, the catch can be removed to return to the normal state. Accordingly, it is possible to suppress the shift to the retreat travel even though the recovery from the on-failure is possible.

  In the present embodiment, whether or not the clutch device 50 is in an on-failure state is determined based on the detection result of the resolver 41, but the on-failure determination method is not limited to this. The on-failure may be determined by another method that can determine whether or not the clutch device 50 is engaged.

  Moreover, although this embodiment demonstrated the case where the clutch apparatus 50 was a frictional engagement type, the application object of the clutch control of this embodiment is not limited to this. For example, even when the clutch device 50 is a meshing clutch such as a dog clutch, the clutch control according to the present embodiment can prompt the return from an on-failure. In the dog clutch, even when the pair of engaging members are engaged, the pair of engaging members can be relatively rotated in the circumferential direction within the range of the backlash. Therefore, the release of the clutch can be promoted by reversing the direction of the force that relatively rotates the pair of engaging members in the circumferential direction by the MG1 torque.

(Modification of the first embodiment)
A modification of the first embodiment will be described.

  FIG. 6 is a diagram showing an example of the relationship between the applied current i and the MG1 torque in the predetermined control according to this modification. In FIG. 6, reference numeral 203 indicates an applied current i, and reference numeral 204 indicates MG1 torque.

  The predetermined control of this modification differs from the predetermined control of the first embodiment in that the MG1 torque 204 is set between the maximum value and the minimum value while the applied current i (203) is kept at the maximum value or the minimum value. It is a point to change. For example, in the period R2 in which the applied current i (203) is maintained at the maximum current value i2, the MG1 torque 204 periodically varies in a range from the maximum value + β to the minimum value −β. Similarly, also in the period R1 and the period R3 in which the applied current i (203) is maintained at the minimum current value i1, the MG1 torque 204 periodically varies with a width between the minimum value −β and the maximum value + β. Thereby, the combination of the magnitude | size and direction of the circumferential direction driving force which moves the components of the clutch apparatus 50 relatively, and the magnitude | size and direction of the axial direction driving force can be changed variously. In the first embodiment (FIG. 5), the waveform of the applied current i (201) and the MG1 torque 202 is a sine curve. However, like the applied current i (203) and the MG1 torque 204 of the present modification example, You may make it fluctuate with waveforms other than a curve. For example, when the waveform of the applied current i and the MG1 torque is a rectangular wave, the driving force in the axial direction and the circumferential direction can be greatly changed in a short time.

(Second Embodiment)
A second embodiment will be described. In the second embodiment, only differences from the first embodiment will be described.

  In the first embodiment, each time an ON failure occurs, it is determined whether the clutch device 50 is normal (the clutch device 50 is released by a predetermined control) or abnormal (the clutch device 50 is not released even if the predetermined control is performed). However, in addition to this, the clutch device 50 may be determined to be normal based on the operating state of the clutch device 50 after returning from the on-failure.

  In the present embodiment, the number of times the clutch device 50 is normally engaged and released after returning from the on-failure is counted. The number of times that both the transition to the state where the clutch device 50 is engaged and the rotation of the hollow shaft 17 is locked and the transition to the state where the clutch device 50 is released and the lock of the hollow shaft 17 is released are completed normally (hereinafter referred to as the number of times) , “The number of times of lock transition”) is equal to or greater than a specified value, the clutch device 50 determines that there is no abnormality. In this way, even if an on-failure occurs, if the engagement / release operation of the clutch device 50 is normally performed thereafter, the on-failure that has occurred first is caused by a temporary cause, for example, a foreign object. It can be presumed that this is caused by catching due to the pinching or the inclination of the components of the clutch device 50. That is, it can be determined that the ON failure is not caused by a mechanical failure of the clutch device 50. As described above, the determination accuracy of the clutch device 50 including the operation state of the clutch device 50 after returning from the on-failure can be improved, so that the determination accuracy can be improved.

  The “number of times of shifting to the lock” refers to the number of times that the clutch device 50 is normally engaged or released, instead of the number of times that the clutch device 50 is normally engaged and released. It may be the number of times.

(Third embodiment)
A third embodiment will be described. In the third embodiment, only differences from the above embodiments will be described.

  The difference between the control of this embodiment and the control of each of the above embodiments is that the abnormality of the clutch device 50 is determined based on the number of occurrences of an on-failure. Even if the clutch device 50 can be released (returned from an on-failure) by a predetermined control, if the on-failure occurs more than once, the on-failure has occurred simply due to a transient condition. Instead, it can be determined that there is some kind of malfunction in the hardware.

  The control unit 100 has a counter that counts the number of occurrences of on-failure (hereinafter referred to as “on-failure count counter”). When a new on-failure is detected, 1 is added to the on-failure count counter. To do. When the on-failure counter reaches a predetermined value or more, the control unit 100 determines that the clutch device 50 is a hardware failure. In this case, the control unit 100 turns on the caution lamp to notify the driver of the abnormality.

  According to the control of the present embodiment, when a mechanical failure of the clutch device 50 is suspected, the possibility of abnormality can be notified to the driver at an early stage. Accordingly, it is possible to suppress the state of failure of the clutch device 50 from progressing and being unable to return from the on-failure even by predetermined control.

(Modification of the third embodiment)
A modification of the third embodiment will be described.

  In the third embodiment, the abnormality of the clutch device 50 is determined based only on the number of occurrences of on-failures. Instead, the ratio between the number of occurrences of on-failures and the number of release controls (frequency of occurrence of on-failures). ) To determine whether or not the clutch device 50 is abnormal.

  The control unit 100 includes a release control number counter that counts the number of executions of release control and an on-failure number counter that counts the number of on-failures, and is a ratio of the on-failure number counter and the release control number counter. The abnormality of the clutch device 50 is determined based on the on-fault occurrence frequency (on-fault frequency counter / release control frequency counter). That is, in this modification, a mechanical failure of the clutch device 50 is determined based on the frequency of an on-failure in which the release control is executed but the clutch device 50 is not released.

  When the on-failure occurrence frequency is equal to or higher than a predetermined value, it is determined that the clutch device 50 is a hard failure. If it is determined that the hardware failure of the clutch device 50, the control unit 100 turns on the caution lamp and notifies the driver of the abnormality of the clutch device 50.

  According to the control of this modification, it is determined that the clutch device 50 is abnormal when the occurrence frequency of the on-failure is high. If it is uniformly determined that the clutch device 50 is abnormal based on the cumulative number of occurrences of on-failure, based on the cumulative number of on-faults that rarely occur due to a transient cause, There is a possibility of misjudging as a hardware failure. On the other hand, according to this modification, it is not determined that the clutch device 50 is abnormal simply by increasing the cumulative number of on-failures, and abnormality determination is performed only when the frequency of on-failure occurrence is high. . Therefore, the determination accuracy of the hardware failure of the clutch device 50 can be increased.

DESCRIPTION OF SYMBOLS 1 Transmission 4 Housing 5 Input shaft 6 1st motor generator 10 Power split mechanism 11 1st planetary gear mechanism 17 Hollow shaft 21 2nd planetary gear mechanism 33 Counter drive gear 38 Drive shaft 50 Clutch device 51 First cam member 52 First Two cam members 53, 54 Cam surface 55 Yoke 56 Electromagnetic coil 57 Rolling element 100 Control unit E Engine i Applied current i1 Minimum current value i2 Maximum current value β Torque amplitude

Claims (8)

A pair of engagement members provided in a power transmission path of the vehicle and engaged or released by moving relative to each other in the axial direction, and at least one of the pair of engagement members is driven toward the other to A clutch control device for controlling a clutch having a driving means for engaging an engaging member and an urging means for applying a force in a direction away from the pair of engaging members;
When it is determined that the pair of engaging members remain in the engaged state after the driving means is instructed to stop driving the pair of engaging members, predetermined predetermined control is performed. Run,
The predetermined control is control that varies a direction of a resultant force of a force that is relatively moved in the axial direction acting on the pair of engaging members and a force that is relatively rotated in the circumferential direction. A pair of engagement members provided in a power transmission path of the vehicle and engaged or released by moving relative to each other in the axial direction, and at least one of the pair of engagement members is driven toward the other to A clutch control device for controlling a clutch having a driving means for engaging an engaging member and an urging means for applying a force in a direction away from the pair of engaging members;
When it is determined that the pair of engaging members remain in the engaged state after the driving means is instructed to stop driving the pair of engaging members, predetermined predetermined control is performed. Run,
The predetermined control is control that varies at least one of a force that relatively moves in the axial direction acting on the pair of engaging members or a force that relatively rotates in the circumferential direction. In the clutch control device according to claim 1 or 2,
One of the pair of engaging members is connected to a rotor of the rotating electrical machine,
As the predetermined control, a force for relative rotation in the circumferential direction is varied by varying an output torque of the rotating electrical machine. In the clutch control device according to any one of claims 1 to 3,
The driving means drives the pair of engaging members with a driving force according to a supplied current,
As the predetermined control, the force for relative movement in the axial direction is changed by changing the magnitude of the current. In the clutch control device according to any one of claims 1 to 4,
In the predetermined control, the direction of at least one of a force for relative movement in the axial direction or a force for relative rotation in the circumferential direction is reversed. In the clutch control device according to any one of claims 1 to 5,
As the predetermined control, the force for relative movement in the axial direction and the force for relative rotation in the circumferential direction are each varied.
The clutch control device according to claim 1, wherein at least one of a phase and a cycle is different between a change in the force relatively moved in the axial direction and a change in the force relatively rotated in the circumferential direction. In the clutch control device according to any one of claims 1 to 6,
A warning means for warning the driver when it is determined that the cause of the engagement state being left is a mechanical failure of the clutch;
When the pair of engaging members determined to remain in the engaged state are released by the predetermined control, the pair of engaging members are released after the command is issued after the predetermined control is performed. When the number of times reaches a predetermined number of times, it is determined that the cause of remaining in the engaged state is not a mechanical failure of the clutch. In the clutch control device according to any one of claims 1 to 7,
The clutch control apparatus characterized by controlling the clutch in which the pair of engaging members are meshing.

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