JP2010285039A - Engagement device and vehicle using the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engagement device which can reduce shock and sound in releasing engagement, and can release engagement within a short time. <P>SOLUTION: The device includes: a first engagement element which is linked to a rotating body and rotates together with the rotating body; a second engagement element to be disposed opposite to the first engagement element and to be engaged with the first engagement element while having backlash in a rotating direction therebetween; and a control unit for controlling an engagement operation and a release operation between the first engagement element and the second engagement element, wherein the control unit determines whether or not the first engagement element and the second engagement element are in contact with each other in the rotating direction when a direction for starting the release operation is input during the engagement operation. The problem is solved by separating the first engagement element and the second engagement element by moving at least one of the first engagement element and the second engagement element to a direction parallel with a rotation axis when it is determined that both elements are not in contact with each other. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an engaging device that engages a rotating element and a rotating element, or a rotating element and a fixed element, and a vehicle using the same.

  A hybrid vehicle is a vehicle including a prime mover and a motor generator as a power source in addition to an internal combustion engine. As a hybrid vehicle, a continuously variable transmission mode in which the excess or deficiency of the driving force of the internal combustion engine is supplemented by a prime mover, a motor generator, etc., and the rotational speed of the power source is continuously changed, and a fixed drive that is driven only by the power from the internal combustion engine There is a vehicle having a driving device capable of switching between the stage modes.

  For example, Patent Document 1 discloses that a power distribution mechanism composed of a plurality of sets of differential mechanisms has a power source, an output member, and a rotational speed between the power source and the output member by continuously changing the rotational speed. A rotation speed control mechanism that continuously changes the ratio is coupled, and the rotation ratio between the power source and the output member is controlled by selectively preventing rotation of any of the rotating elements in the power distribution mechanism. In a hybrid vehicle drive device provided with an overdrive mechanism in which the power source is fixed at an overdrive state (fixed stage mode) that rotates at a lower speed than the output member, the rotational speed control mechanism inputs and outputs torque to control the rotational speed ratio. In a continuously changing state (continuously variable transmission mode), a plurality of differential mechanisms do not contribute to the transmission of torque between the power source, the rotational speed control mechanism, and the output member. It describes a hybrid vehicle drive device, characterized in that there.

JP 2004-345527 A

  As in the driving device described in Patent Document 1, in the fixed stage mode, a part of the differential mechanism is contributed to prevent the rotation of the rotating element to which the motor is connected. By making the rotation of the rotating element to which the motor is connected not to contribute a part of the moving mechanism, it is not necessary to drive the motor when traveling in the fixed stage mode, and the continuously variable transmission mode It is possible to transmit the power of the motor and reduce the friction when traveling on the road. Further, in Patent Document 1, it is described that a wet multi-plate brake or a band brake is used as an overdrive mechanism that performs switching. As described above, the engaging device determines whether or not to engage. There is also an electromagnetic cam that switches whether or not to engage by connecting separate members to the two elements to be switched and engaging or releasing the separate parts by magnetic force. In addition, as an engagement device, there is a meshing clutch that meshes two gears provided with meshing teeth.

  Here, as in the device described in Patent Document 1, in the engagement device that switches from the fixed-stage mode to the continuously variable transmission mode depending on whether the mechanism such as the clutch or the brake is engaged, an instruction to switch the mode is input. Once the engagement operation is started, the operation cannot be stopped until the engagement is completed. Therefore, even if an instruction to stop mode switching or an instruction to change the mode again is input after the start of the engagement operation until the completion of the engagement operation, the engagement is released after the engagement operation is completed. Was moving. For this reason, it takes time until the mode is actually switched after the mode switching instruction is input. Further, if the engagement of the engagement device is released as it is immediately after the mode switching instruction is input, the balance of torque and the like is lost and a shock is generated in the drive device.

  The present invention has been made in view of the above, and can reduce the impact and sound generated at the time of releasing the engagement, and can be released in a short time after the release instruction is input. An object is to provide an engagement device and a vehicle using the same.

  In order to solve the above-described problems and achieve the object, the present invention includes a first engagement element that is coupled to a rotating body and rotates together with the rotating body, and is disposed to face the first engaging element. A second engagement element that is engaged with the first engagement element with a backlash in a rotational direction; and an engagement operation and a release operation of the first engagement element and the second engagement element. A control unit that controls, and when the instruction to start the release operation is input during the engagement operation, the control unit rotates the first engagement element and the second engagement element. If it is determined that the first engagement element and the second engagement element are not in contact with each other, at least one of the first engagement element and the second engagement element is moved in a direction parallel to a rotation axis. An element and the second engagement element are separated from each other.

  Here, when an instruction to start the release operation is input during the engagement operation, the control unit determines whether the first engagement element and the second engagement element are in contact in the rotation direction. If it is determined that they are in contact with each other, the first engagement element and the second engagement element rotate relative to each other in a direction in which the first engagement element and the second engagement element are separated in the rotation direction. It is preferable to make it.

  In addition, when an instruction to start the engagement operation is input, the control unit synchronizes the rotation speeds of the first engagement element and the second engagement element, and then After moving at least one of the second engagement elements in a direction parallel to the rotation axis and bringing the first engagement element and the second engagement element into contact in a direction parallel to the rotation axis, It is preferable that the first engagement element and the second engagement element are rotated and contacted in the rotation direction.

  Further, when an instruction to start the release operation is input during the engagement operation, it is determined whether the first engagement element and the second engagement element are in contact with each other. It is preferable to stop the synchronous control of the rotational speed.

  Moreover, it is preferable that the said rotary body is connected with the drive mechanism which generate | occur | produces a torque.

  In order to solve the above-described problems and achieve the object, the present invention is a vehicle, and includes the engagement device described above and a drive mechanism that generates torque coupled to the rotating body. And

  Here, the drive mechanism is preferably an internal combustion engine and an electric motor.

  The electromagnetic cam control device according to the present invention moves the second member to the electromagnet side while relatively rotating the first member and the second member, whereby the rolling element is moved to both the first member and the second member. It is possible to move in the contact state, the space formed between the second member and the engagement member at the time of engagement can be reduced, and the second member and the rolling element come into contact with each other. There is an effect that the impact and sound can be further reduced.

FIG. 1 is a schematic diagram illustrating a vehicle including a drive device having an engagement device according to the present embodiment. FIG. 2-1 is a schematic diagram illustrating an operation of a clutch included in the drive device according to the present embodiment. FIG. 2-2 is a cross-sectional view taken along line AA in FIG. FIG. 3A is a schematic diagram illustrating the operation of the clutch included in the drive device according to the present embodiment. FIG. 3-2 is a sectional view taken along line BB in FIG. 3-1. FIG. 4A is a schematic diagram illustrating the operation of the clutch included in the drive device according to the present embodiment. FIG. 4B is a cross-sectional view taken along line CC of FIG. FIG. 5 shows another configuration example of the driving apparatus according to the present embodiment. FIG. 6 is a collinear diagram when the clutch is in an engaged state. FIG. 7 is a flowchart showing a clutch engagement procedure according to this embodiment. FIG. 8 is a flowchart showing a clutch release procedure according to this embodiment. FIG. 9 is a schematic diagram illustrating another example of the vehicle including the engagement device according to the present embodiment.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, although the following Example demonstrates as a case where an engagement apparatus is used for the clutch which functions as a brake, this invention is not limited by the following description. In addition, constituent elements in the following description include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those in a so-called equivalent range.

  The drive device having the engagement device according to the present embodiment includes an internal combustion engine that generates power, a first motor having a regeneration function and a power running function, a second motor having a regeneration function and a power running function, and the first motor. A clutch (engagement device) that includes a magnetic body unit that is directly or indirectly attached to the output shaft of the internal combustion engine and transmits a reaction force of the internal combustion engine, and an electromagnet that contacts or releases the magnetic body unit. And having. The clutch control unit according to the present embodiment synchronizes the relative rotational speeds of the magnetic unit and the electromagnet when the clutch is engaged, and thereafter, the first member and the second member that constitute the magnetic unit. Among them, the second member is attracted by the electromagnet, and the second member is moved to the electromagnet side while causing the relative rotation between the first member and the second member, so that the second member and the electromagnet are brought into contact with each other. The engagement operation to be engaged is controlled. Moreover, a clutch control part releases the 1st member and 2nd member which are engaged based on the instruction | indication. In the following, the rotational speed of the internal combustion engine, the electric motor, or the shaft is the number of rotations per unit time of the output shaft of the internal combustion engine or the electric motor, and has the same meaning as the rotational angular speed.

  FIG. 1 is a schematic diagram illustrating a vehicle equipped with a drive device having a clutch control unit according to the present embodiment. FIG. 2-1 is a schematic diagram illustrating an operation of a clutch included in the drive device according to the present embodiment, and FIG. 2-2 is a schematic diagram illustrating an enlarged part of the clutch illustrated in FIG. . The drive device 3 is a hybrid drive device that includes the internal combustion engine 22, the first electric motor 21, the power split mechanism 30, and the second electric motor 23. The drive device 3 is mounted on the vehicle 1 and travels. As shown in FIG. 1, the vehicle 1 includes a left front wheel 2FL, a right front wheel 2FR, a left rear wheel 2RL, and a right rear wheel 2RR. The left front wheel 2FL and the right front wheel 2FR are a steering wheel, a left rear wheel 2RL, and a right wheel. The rear wheel 2RR becomes a drive wheel.

  Connected to the internal combustion engine 22, a power split mechanism 30 connected to a crankshaft 22 </ b> S that is an output shaft of the internal combustion engine 22 via a damper, a first electric motor 21 connected to the power split mechanism 30, and the power split mechanism 30 The second electric motor 23, the main ECU (Electronic Control Unit) 10 that controls the vehicle 1, the engine ECU 16 that controls the internal combustion engine 22, the electric motor ECU (MG ECU) that controls the first electric motor 21 and the second electric motor 23 15.

  The internal combustion engine 22 is a heat engine that generates power from a hydrocarbon-based fuel such as gasoline or light oil. Fuel injection control and ignition control are performed by an engine ECU 16 that receives signals from various sensors that detect the operating state of the internal combustion engine 22. The operation control such as intake air amount adjustment control is received. The engine ECU 16 communicates with the main ECU 10, controls the operation of the internal combustion engine 22 by a control signal from the main ECU 10, and outputs information related to the operation state of the internal combustion engine 22 to the main ECU 10 as necessary.

  The first electric motor 21 and the second electric motor 23 have a function (power running function) that generates power by electric power supplied via an inverter 18 from an electric power source (battery 20 in this embodiment) having both an electric power supply function and an electric storage function. ), And a function (regenerative function) for converting mechanical energy into electrical energy. Thus, the first motor 21 and the second motor 23 function as power generation means and also function as a generator. In the present embodiment, an AC synchronous motor is used for the first motor 21 and the second motor 23, but the motors that can be used for the first motor 21 and the second motor 23 are not limited thereto.

  The first electric motor 21 and the second electric motor 23 are controlled by the electric motor ECU 15. The electric motor ECU 15 communicates with the main ECU 10 and controls the power running and regeneration of the first electric motor 21 and the second electric motor 23 by a control signal from the main ECU 10 and, if necessary, the first electric motor 21 and the second electric motor 23. Information on the driving state is output to the main ECU 10.

  The power split mechanism 30 includes a first planetary gear device 30a and a second planetary gear device 30b. The first planetary gear device 30a includes a sun gear 31a as an external gear, a ring gear 32a as an internal gear disposed concentrically with the sun gear 31a, a plurality of pinion gears 33a meshing with the sun gear 31a and meshing with the ring gear 32a, The pinion gear 33a includes a carrier 34a that holds a plurality of pinion gears 33a so that the pinion gear 33a can rotate and revolve around the sun gear 31a. The sun gear 31a, the ring gear 32a, and the carrier 34a serve as rotating elements. The second planetary gear device 30b has the same configuration as the first planetary gear device 30a, and includes an external gear sun gear 31b, an internal gear ring gear 32b concentrically arranged with the sun gear 31b, and a sun gear. A plurality of pinion gears 33b that mesh with 31b and mesh with ring gear 32b, and a carrier 34b that holds the plurality of pinion gears 33b so that the plurality of pinion gears 33b can rotate and revolve around sun gear 31b, and include sun gear 31b, ring gear 32b, and carrier 34b becomes a rotation element.

  The crankshaft 22S of the internal combustion engine 22 is connected to the carrier 34a of the first planetary gear device 30a. The ring gear 32a of the first planetary gear device 30a is connected to the ring gear 32b of the second planetary gear device 30b. The input / output shaft 21S of the first electric motor 21 is connected to the sun gear 31a of the first planetary gear device 30a. The carrier 34b of the second planetary gear device 30b is fixed to the case. The ring gear 32b of the second planetary gear device 30b is connected to the ring gear 32a of the first planetary gear device 30a as described above, and is further connected to the counter gear 35. The sun gear 31b of the second planetary gear device 30b is connected to the input / output shaft 23S of the second electric motor 23.

  The counter gear 35 is a transmission mechanism that transmits the driving force transmitted through the driving device 3 to the second planetary gear device 30b. One of the counter gears 35 is connected to the second planetary gear device 30 b and the other is connected to the reduction device 29.

  When the first motor 21 functions as a generator, the power split mechanism 30 distributes the power from the internal combustion engine 22 input from the carrier 34a to the sun gear 31a side and the ring gear 32a side according to the gear ratio. As a result, the power of the internal combustion engine 22 is divided by the power split mechanism 30, and a part of the power is generated from the first motor 21, and the rest is input to the power split mechanism 30 and output from the counter gear 35. The electric power generated by the first electric motor 21 drives the second electric motor 23 or charges the battery 20 that is a power storage device. As the power storage device, a battery 20 that is a chargeable / dischargeable secondary battery, a capacitor, or the like can be used.

  When the second motor 23 generates power by the power generated by the first motor 21 or the power supplied from the battery 20, that is, when the second motor 23 is powered, the second motor 23 generates power. The power generated by the second electric motor 23 is transmitted from the sun gear 31b of the second planetary gear device 30b to the ring gear 32b and output to the counter gear 35. When the second electric motor 23 functions as a generator, power is input from the ring gear 32b to the second electric motor 23 via the sun gear 31b, whereby the second electric motor 23 generates electric power.

  For example, when starting the internal combustion engine 22, the first electric motor 21 receives power from the battery 20 and generates power (powering). In this case, the power generated by the first electric motor 21 is transmitted from the sun gear 31a of the power split mechanism 30 to the crankshaft 22S of the internal combustion engine 22 via the carrier 34a. As a result, the internal combustion engine 22 is started.

  The power of the internal combustion engine 22 and the power of the second electric motor 23 are combined by the second planetary gear device 30 b and then output to the counter gear 35. When only the internal combustion engine 22 is generating power, this power is directly output to the counter gear 35. When the second electric motor 23 is generating power alone, this power is counter gear. 35. The counter gear 35 connects the second planetary gear device 30b and the differential gear 26, and transmits power between them.

  The drive device 3 inputs the power of the internal combustion engine 22 and the second electric motor 23 from the counter gear 35 to the differential gear 26, thereby causing the left rear wheel 2 RL and the right rear wheel 2 RR attached to the drive shafts 27 L and 27 R of the vehicle 1. To drive. As a result, the vehicle 1 travels. When the second motor 23 is regenerated, the second motor 23 is driven from the left rear wheel 2RL and the right rear wheel 2RR via the drive shafts 27L and 27R, the differential gear 26, the counter gear 35, and the second planetary gear unit 30b. Is done.

  The first electric motor 21 and the second electric motor 23 exchange electric power with the battery 20 via the converter 17 and the inverter 18. The battery 20 is charged / discharged by electric power generated from one of the first electric motor 21 and the second electric motor 23 or insufficient electric power. In addition, if the balance of electric power is balanced by the first electric motor 21 and the second electric motor 23, the battery 20 is not charged / discharged.

  The first electric motor 21 and the second electric motor 23 are both driven and controlled by the electric motor ECU 15. The electric motor ECU 15 includes a first rotational position detection sensor 43 that detects signals necessary for driving and controlling the first electric motor 21 and the second electric motor 23, for example, the rotational positions of the rotors of the first electric motor 21 and the second electric motor 23. A signal from the second rotational position detection sensor 44, a phase current applied to the first motor 21 and the second motor 23 detected by the current sensor, and the like are input. A switching control signal to the inverter 18 is output from the electric motor ECU 15. Here, for the first rotational position detection sensor 43 and the second rotational position detection sensor 44, for example, a resolver is used.

  In the present embodiment, the drive device 3 mounted on the vehicle 1 includes a clutch 24. As shown in FIGS. 1, 2-1, and 2-2, the clutch 24 includes a magnetic body structure 50, an electromagnet 52, a holding portion 54, and a power supply 56, and flows from the power supply 56 to the electromagnet 52. The magnetic force generated by the electromagnet 52 is controlled by controlling the current, and the magnetic body structure 50 and the electromagnet 52 are switched between being engaged and released. The magnetic body structure 50 rotates together with the input / output shaft 21 </ b> S of the first electric motor 21. In addition, the electromagnet 52, the holding unit 54, and the power source 56 are attached to the stationary system of the driving device 3 (for example, the housing 3 </ b> S that stores the first electric motor 21, the second electric motor 23, and the power split mechanism 30). That is, the magnetic body structure 50 rotates together with the input / output shaft 21S of the first electric motor 21, but the electromagnet 52, the holding unit 54, and the power source 56 do not rotate.

  The magnetic body structure 50 includes a first member 60 connected to the input / output shaft 21 </ b> S and a second member 62 that is disposed to face the first member 60 and has a space between the first member 60. And a plurality of rolling elements 64 disposed between the first member 60 and the second member 62, and a biasing member 66 for applying a force for pressing the second member 62 against the first member 60 side.

  The first member 60 is a ring-shaped member and is connected to the input / output shaft 21S. The first member 60 has a recess 61 formed in a region facing the rolling element 64 on the surface on the second member 62 side. The recess 61 has a taper (inclination) whose height changes depending on the position in the rotation direction, and in this embodiment, has an inclination of an angle θ and has a triangular cross section. The recess 61 is individually formed for each position corresponding to the rolling element 64.

  The second member 62 is a ring-shaped member and is disposed to face the first member 60. Similar to the first member 60, the second member 62 has a recess 63 formed in a region facing the rolling element 64 on the surface on the first member 60 side. The concave portion 63 has a taper (inclination) whose height changes depending on the position in the rotation direction, and has a shape whose cross section is a triangle. The recess 63 is individually formed for each position corresponding to the rolling element 64. The second member 62 is made of a magnetic material and is attracted by a magnetic force.

  The rolling elements 64 are rollers and balls, and are held in a movable state between the concave portion 61 of the first member 60 and the concave portion 63 of the second member 62. The urging member 66 is constituted by a return spring or the like, and pushes the second member 62 toward the first member 60 side.

  The magnetic body structure 50 is configured as described above, and the first member 60 and the second member 62 are engaged via the rolling element 64, and the first member 60 and the second member 62 are Not in contact (ie, non-contact). Therefore, the second member 62 is arranged in a state where it can move with respect to the first member 60. Further, the rolling element 64 is arranged so as not to come off between the recess 61 and the recess 63 although it is movable between the recess 61 and the recess 63. That is, the first member 60 and the second member 62 move relatively in a direction parallel to the rotation axis in a range in which the interval between the recess 61 and the recess 63 is smaller than the size of the rolling element 64. The magnetic body structure 50 shown in FIGS. 2-1 and 2-2 has the first member 60 and the second member 62 in the state where the distance between the first member 60 and the second member 62 is the narrowest, and the first member 60 and the second member 62 in the rotational direction. Are in the same phase (the recess 61 and the recess 63 are arranged in the same phase). Further, since the rolling element 64 does not come out between the recess 61 and the recess 63, the first member 60 and the second member 62 rotate with a phase difference of a certain value or less in the rotation direction.

  The electromagnet 52 has a ring shape like the second member 62, and is disposed on the surface of the second member 62 opposite to the surface facing the first member 60. The holding unit 54 is a mechanism that holds the electromagnet 52, and is fixed to a non-rotating member such as the housing 3S. In addition, the power source 56 allows a current to flow through the electromagnet 52 based on the control of the clutch control unit 12. The electromagnet 52 generates a magnetic force when a current flows from the power source 56 and attracts the second member 62 formed of a magnetic material. At this time, the second member 62 moves along the rotation axis. The clutch 24 is configured as described above.

  Next, the operation of the clutch 24 will be described with reference to FIGS. 3-1, 3-2, 4-1, and 4-2 in addition to FIGS. 2-1 and 2-2. Here, FIG. 3A is a schematic diagram illustrating the operation of the clutch included in the drive device according to the present embodiment, and FIG. 3B is a cross-sectional view taken along line BB in FIG. FIG. 4A is a schematic diagram illustrating the operation of the clutch included in the drive device according to the present embodiment, and FIG. 4B is a cross-sectional view taken along line CC in FIG.

  First, in a state in which no current is applied to the electromagnet 52 of the clutch 24, a force that pushes the second member 62 toward the first member 60 by the urging member 66 acts, and an attractive force by the electromagnet 52 does not act. . At this time, as shown in FIGS. 2-1 and 2-2, the clutch 24 is disposed at the position closest to the first member 60 in the movable region in the direction parallel to the rotation axis. It will be in the state. In addition, the rotational force transmitted from the input / output shaft 21 </ b> S to the first member 60 is transmitted to the second member 62 by the rolling element 64 interposed between the recess 61 and the recess 63. Further, the rolling element 64 is supported in a state where it cannot move in a space formed by the recess 61 and the recess 63. Thereby, when the input / output shaft 21 </ b> S is rotated, the magnetic body structure 50 maintains the state in which the first member 60 and the second member 62 are in the same phase in the rotation direction. And the second member 62 are moved along with the input / output shaft 21S.

  Next, when a current is passed through the electromagnet 52 from the state shown in FIGS. 2-1 and 2-2, a magnetic force is generated in the electromagnet 52 and a force for attracting the second member 62 is generated. In this state, the force attracted to the electromagnet 52 side by the magnetic field generated by the electromagnet 52 acts on the second member 62, and the force moved to the first member 60 side by the biasing member 66 acts. At this time, by passing a current of a certain level or more to the electromagnet 52 and making the force attracted to the electromagnet 52 side by the magnetic field generated by the electromagnet 52 stronger than the force to move the biasing member 66 to the first member 60 side, The 2nd member 62 can be moved to the electromagnet 52 side, and as shown to FIGS. 3-1 and 3-2, the 2nd member 62 and the holding | maintenance part 54 can be made to contact. At this time, since there is a backlash (gap) between the first member 60 and the rolling element 64 and / or between the second member 62 and the rolling element 64, the second member 62 is The first member 60 is free to move. Further, the position where the second member 62 contacts the holding portion 54 is the position closest to the electromagnet 52 in the movement region in the direction parallel to the rotation axis.

  Next, after the state shown in FIGS. 3A and 3B, after the first member 60 and the second member 62 are relatively rotated, in the present embodiment, the first member 60 is rotated. Accordingly, as shown in FIGS. 4A and 4B, the relative positions of the recess 61 and the recess 63 are shifted, and the rolling element 64 is brought into contact with both the recess 61 and the recess 63. Here, in a state where the rolling element 64 has moved to a position where it contacts both the recess 61 and the recess 63, the rotational force transmitted from the input / output shaft 21S to the first member 60 is second via the rolling element 64. It is transmitted to the member 62. As a result, the first member 60 and the second member 62 maintain a constant phase difference and rotate at the same rotational speed. It is assumed that the input / output shaft 21S rotates in the same direction.

  Further, as shown in FIGS. 4A and 4B, when the second member 62 comes into contact with the holding portion 54, friction is generated between the second member 62 and the holding portion 54, and the second member 62 A force for stopping the rotation is applied, and the rotation of the second member 62 is stopped. By stopping the rotation of the second member 62, the rotation of the first member 60 is also stopped via the rolling element 64, and the rotation of the input / output shaft 21S is also stopped. Further, when the rotation of the input / output shaft 21S is stopped, the second member 62 is not attracted and rotated by the electromagnet 52, so that the input / output shaft 21S can be input / output even when a torque for rotating the input / output shaft 21S is input. The shaft 21S can be held so as not to rotate.

  Thus, the reaction force of the internal combustion engine 22 is received by the housing 3S via the clutch 24. As described above, in this embodiment, in the hybrid drive device in which the electric motor and the internal combustion engine are combined using the power split mechanism, a configuration that receives the reaction force of the internal combustion engine without using the electric motor can be provided. As a result, the reaction force of the internal combustion engine can be received without generating a reaction force in the prime mover, so that power consumption in the prime mover can be reduced. A method for controlling the clutch 24 by the clutch control unit 12 will be described later.

  Further, when a release instruction is input to the clutch 24 in a state where the second member 62 of the clutch 24 and the holding portion 54 are engaged and the reaction force of the input / output shaft 21S is received by the clutch 24, the above steps are performed. The operations are performed in the reverse order. Specifically, a reaction force is generated by the first electric motor 21 so that the reaction force is not received by the clutch 24, and the clutch 24 is in a disengageable state. Thereafter, the current flowing through the electromagnet 52 is reduced, the force for attracting the second member 62 is weakened, the second member 62 is moved to the first member 60 side, and the second member 62 and the holding portion 54 come into contact with each other. Set to the state that is not. As a result, the clutch 24 can be released. Specific control will be described later.

  Here, for example, the reaction force of the internal combustion engine 22 that can be received by the first electric motor 21 when the vehicle 1 is traveling at a high speed and with a low load, or due to the limitation of the torque generated by the first electric motor 21. When restricted, the clutch 24 stops the rotation of the input / output shaft 21S, and the clutch 24 receives torque acting on the input / output shaft 21S. Thereby, it is not necessary to generate torque by the first electric motor 21, and fuel consumption of the internal combustion engine 22 can be suppressed.

  Here, FIG. 5 is another configuration example of the driving apparatus according to the present embodiment. This drive device 3a is substantially the same as the drive device 3 described above, but the members connected to the gears of the two planetary gear devices 30c, 30d of the power split mechanism are different. The power split mechanism 30A includes a single pinion type first planetary gear device 30c and a single pinion type second planetary gear device 30d. The first planetary gear device 30c and the second planetary gear mechanism 30d have the same configuration as the planetary gear device that constitutes the power split mechanism 30 described above.

  The crankshaft 22S of the internal combustion engine 22 is connected to the carrier 34c connected to the pinion gear 33c of the first planetary gear device 30c. The carrier 34c of the first planetary gear device 30c is connected to the ring gear 32d of the second planetary gear device 30d. The input / output shaft 21S of the first electric motor 21 is connected to the sun gear 31c of the first planetary gear device 30c. The ring gear 32c of the first planetary gear device 30c is connected to the carrier 34d of the second planetary gear device 30d. The carrier 34d connected to the pinion gear 33d of the second planetary gear device 30d is connected to the connecting shaft 25I. One end of the connecting shaft 25I is connected to the propeller shaft. Since the propeller shaft is connected to the output portion of the reduction gear 29, the input / output shaft 23S of the second electric motor 23 is connected to the carrier 34d of the second planetary gear device 30d via the reduction gear 29. The speed reduction device 29 has a function of decelerating and outputting the rotation speed of the second electric motor 23 and combining the output of the internal combustion engine 22 with the output of the second electric motor 23.

  Further, when the second motor 23 generates power by the power generated by the first motor 21 or the power supplied from the battery 20, that is, when the second motor 23 is powered, the second motor 23 generates power. The power generated by the second electric motor 23 is output from the speed reducer 29 to the propeller shaft 25. When the second electric motor 23 functions as a generator, power is input from the connecting shaft 25I to the second electric motor 23 via the speed reducer 29, whereby the second electric motor 23 generates electric power.

  The clutch 24 provided in the drive device 3a has the same configuration as the clutch provided in the drive device 3 described above, but the magnetic body structure 50 is attached to the sun gear 31d of the second planetary gear device 30d constituting the power split mechanism 30A. . That is, the magnetic body structure 50 is connected to the input / output shaft 21S of the first electric motor 21 via the power split mechanism 30A. Also in the drive device 3 a, the magnetic body structure 50 is a member for transmitting the reaction force of the internal combustion engine 22 to the electromagnet 52 that is an object to be engaged with the magnetic body structure 50.

  The rotational speed of the magnetic body structure 50 can be detected based on the rotational position detection sensor 43a. Therefore, whether or not the magnetic body structure 50 and the electromagnet 52 are engaged can be determined based on the detection result of the rotational position detection sensor 43a.

  In the driving device 3a, as shown in FIG. 5, the reaction force caused by the torque output from the crankshaft 22S of the internal combustion engine 22 is generated from the sun gear 31d of the second planetary gear device 30d to the magnetic structure 50 (first member 60). , Rolling element 64, second member 62), electromagnet 52, holding portion 54, and housing 3S in this order. Thus, the reaction force of the internal combustion engine 22 is received by the housing 3S via the clutch 24.

  Here, the relationship between the rotational speeds of the respective parts when the clutch 24 is engaged will be described. FIG. 6 is a collinear diagram when the clutch is in an engaged state. In addition, the vertical axis | shaft of FIG. 6 has shown the rotation speed. Further, S, C, and R in FIG. 6 indicate the sun gear 31c, the carrier 34c, and the ring gear 32c of the first planetary gear mechanism 30c, respectively, and the symbols S ′, C ′, and R ′ respectively indicate the second planetary gear mechanism 30d. A sun gear 31d, a carrier 34d, and a ring gear 32d are shown. As shown in FIG. 6, when the clutch 24 is in the engaged state, the sun gear 31d of the second planetary gear mechanism 30d is fixed so as not to rotate, and is so-called locked. 21, the rotation speed of the 2nd electric motor 23 and the connection shaft 25I changes.

  As described above, in this embodiment, in the hybrid drive device in which the electric motor and the internal combustion engine are combined using the power split mechanism, a configuration that receives the reaction force of the internal combustion engine without using the electric motor can be provided. That is, the rotational speeds of the internal combustion engine 22 and the connecting shaft 25I can be changed without generating torque in the second electric motor 23 and rotating it. In the driving device 3a, even when the clutch 24 is engaged, the rotation of the first electric motor 21 is not restricted.

  A main ECU 10 shown in FIG. 1 includes a processing unit 10P configured as a microprocessor centering on a CPU (Central Processing Unit). In addition to the processing unit 10P, the main ECU 10 includes a drive unit according to the present embodiment. A storage unit 10M that temporarily stores a processing program and information for realizing control, an input / output port, and a communication port are provided. The storage unit 10M includes a RAM (Random Access Memory) and a ROM (Read Only Memory). In this embodiment, the processing unit 10P realizes the function by loading a program for realizing the function of the processing unit 10P into a memory constituting the processing unit 10P and executing the program. 10P may be realized by dedicated hardware.

  The main ECU 10 includes an accelerator opening from the accelerator position sensor 40 that detects the amount of depression of the accelerator pedal 40P, a vehicle speed from the vehicle speed sensor 41 that detects the speed (vehicle speed) of the vehicle 1, a first rotational position detection sensor 43, A signal or the like from the 2-rotation position detection sensor 44 is input via the input port. The main ECU 10 is connected to a power source 56. As described above, the main ECU 10 is connected to the engine ECU 16 and the electric motor ECU 15 via a communication port, and exchanges various control signals and information with the engine ECU 16 and the electric motor ECU 15.

  The processing unit 10P of the main ECU 10 includes a drive control unit 11 and a clutch control unit 12. The drive control unit 11 controls the internal combustion engine 22, the first electric motor 21, and the second electric motor 23 based on the accelerator opening and the vehicle speed. The clutch control unit 12 controls the engagement and disengagement of the clutch 24 by operating the actuator 5. The main ECU 10 functions as a control device for the drive device according to the present embodiment, and the clutch control unit 12 realizes a function as the control device for the drive device.

  The main ECU 10 calculates the required torque to be output to the propeller shaft 25P as the drive shaft, based on the accelerator opening PAP and the vehicle speed Vc corresponding to the depression amount of the accelerator pedal 40P by the driver. Then, the main ECU 10 controls the internal combustion engine 22, the first electric motor 21, and the second electric motor 23 so that the required torque is output to the propeller shaft 25P.

  In the clutch 24 used in the present embodiment, the first member 60 and the second member 62 constituting the magnetic body structure 50 are engaged via the rolling elements 64 and have a backlash. For this reason, as described above, when the second member 62 is attracted with a large force at the time of engagement and is held by the electromagnet 52 and the holding portion 54, the rolling element 64 is separated from the second member 62 once, and then the second member 62 is moved. The first member 60 is engaged via the rolling element 64. At this time, a shock is generated in the clutch 24 and the input / output shaft 21S, and abnormal noise is generated during the engagement. For this reason, in this embodiment, the clutch control unit 12 of the main ECU 10 is used to control the engagement of the clutch 24. By controlling with the clutch control part 12, the shock and noise which generate | occur | produce at the time of engagement of the clutch 24 can be reduced and made small.

  Hereinafter, the control operation by the clutch control unit 12 will be described with reference to FIG. Here, FIG. 7 is a flowchart showing a procedure of clutch engagement according to the present embodiment. First, the reaction force of the internal combustion engine 22 that can be received by the first electric motor 21 is limited due to a traveling state in which the vehicle 1 is traveling at a high speed and a low load, and a limitation on the torque generated by the first electric motor 21. When it is detected that a condition for switching the clutch 24 to the engaged state such as a running state is satisfied, an instruction signal for engaging the clutch 24 is input to the clutch control unit 12. When an instruction signal for engaging the clutch 24 is input, the clutch control unit 12 starts the engagement control.

  First, the clutch control part 12 performs rotation speed synchronous control as step S12. Here, the rotation speed synchronization control is control for synchronizing the rotation speed of the magnetic body structure 50 and the rotation speed of the electromagnet 52. In this embodiment, since the electromagnet 52 does not rotate, the magnetic body structure 50 is controlled to stop rotating. At this time, the rotational speed is not completely synchronized, and the target rotational speed (target rotational speed difference) is set to the rotational speed α that rotates in the positive rotational direction, and there is a certain rotational speed difference. To do. Further, the synchronous control at the target rotational speed is maintained until the engagement process of the clutch 24 is completed. Here, the magnetic body structure 50 is coupled to the input / output shaft 21 </ b> S together with the first electric motor 21. Therefore, the rotation speed of the magnetic body structure 50 can be calculated based on the detection result of the rotation position detection sensor 43.

  After performing the rotation speed synchronization control in step S12, the clutch control unit 12 determines in step S14 whether the rotation speed synchronization has been completed. For example, the relative rotational speed between the magnetic body structure 50 and the electromagnet 52 is detected, and when the relative rotational speed is equal to or less than a predetermined value, it is determined that the synchronization control is finished. The clutch control unit 12 proceeds to step S12 when the synchronous control is not finished at step S14 (No), that is, when the relative rotational speed is larger than the predetermined value, and performs the rotational speed synchronous control. In this manner, the clutch control unit 12 repeats Step S12 and Step S14 until the synchronization control is completed.

  When the rotational speed synchronization control is finished in step S14 (Yes), that is, when the relative rotational speed is determined to be equal to or less than the predetermined value, the clutch control unit 12 performs the clutch friction surface element operation as step S16. Here, the clutch friction surface is the second member 62 and the holding portion 54 that are in contact with each other when the clutch 24 is engaged, and the clutch control unit 12 is the first movable member of the second member 62 and the holding portion 54 that is movable. The second member 62 is moved to bring the second member 62 and the holding portion 54 into contact. Specifically, a current is passed from the power source 56 to the electromagnet 52 to generate a magnetic force by the electromagnet 52, the second member 62 is attracted to the electromagnet 52 side, and the second member 62 is moved to the electromagnet 52 side. The member 62 is brought into contact with the holding portion 54.

  At this time, the clutch control unit 12 adjusts the value of the current flowing through the electromagnet 52 and gradually moves the second member 62 toward the electromagnet 52 while rotating the first member 60 and the second member 62 relative to each other. It is preferable to make it. Specifically, the clutch control unit 12 determines a current to be supplied from the power source 56 to the electromagnet 52 based on the rotation speed (difference in rotation speed). Here, the relationship between the rotation speed and the current value is calculated in advance and stored in the storage device of the clutch control unit 12. The relationship between the rotational speed and the current value is basically set so that the current value increases as the rotational speed increases. In addition, this current value is a weak current value that generates a magnetic field with such a force that the second member 62 is gradually moved to the electromagnet 52 side. After determining the current value, the clutch control unit 12 causes the determined weak current to flow through the electromagnet 52 to move the second member 62 to the electromagnet 52 side. At this time, the first member 60 and the second member 62 rotate relatively due to the effect of the Arago disk. As described above, by gradually moving the second member 62 toward the electromagnet 52, the rolling element 64 is formed by the recess 61 and the recess 63 while maintaining a state in contact with both the recess 61 and the recess 63. Can move the space. Further, even when the rolling element 64 is separated from the recess 61 and / or the recess 63, the rolling element 64 moves and contacts the recess 61 and / or the recess 63 again because it is close to the recess 61 and / or the recess 63. The shock and sound that occur can be reduced.

  If the friction surface is brought into contact in step S16, the clutch control unit 12 performs backlash control in step S18. Specifically, the first member 60 and the second member 62 are relatively rotated so that the rolling element 64 is in contact with both the first member 60 and the second member 62. That is, the force applied to the first member 60 is transmitted to the second member 62 via the rolling elements 64.

  When the clutch control unit 12 performs the backlash control in step S18, it determines in step S20 whether the backlash amount is equal to or greater than a specified value. That is, it is determined whether the gap between the first member 60 and the rolling element 64 and the gap between the second member 62 and the rolling element 64 are equal to or less than a predetermined value. Here, the clutch 24 is in a state in which the force applied to the first member 60 is transmitted to the second member 62 via the rolling elements 64 when the backlash amount becomes a specified value or more. In step S20, the clutch control unit 12 determines that the backlash amount is less than the specified value (No), that is, the gap between the first member 60 and the rolling element 64 and the gap between the second member 62 and the rolling element 64 are constant values. If it is determined that the gap is larger, the process proceeds to step S18, and the backlash control is performed again. That is, the clutch control unit 12 continues to perform backlash control until the backlash of the clutch 24 becomes equal to or greater than a specified value (the backlash is equal to or less than a predetermined value).

  If it is determined in step S20 that the backlash amount is greater than or equal to the specified value (Yes), the clutch control unit 12 reduces the absolute torque value of the first electric motor 21 in step S22. That is, the reaction force generated by the first electric motor 21 to receive the force applied to the input / output shaft 21S is reduced, and the force applied to the input / output shaft 21S is received by the clutch 24. The clutch control unit 12 ends the process when the torque generated by the first electric motor 21 is reduced and the torque generated by the first electric motor 21 is reduced to zero. Thereby, the reaction force applied to the input / output shaft 21S can be received without generating torque in the first electric motor 21.

  Next, control when a request to release the clutch 24 is input during the engagement operation of the clutch 24 will be described with reference to FIG. Here, FIG. 8 is a flowchart showing a clutch release procedure according to the present embodiment. First, the clutch control unit 12 determines in step S30 whether there is a release request, that is, whether an instruction to stop the engagement of the clutch 24 is input. If the clutch control unit 12 determines in step S30 that there is no release request (No), the clutch control unit 12 proceeds to step S30. That is, the clutch control unit 12 repeats step S30 until it detects a release request.

  When it is determined that there is a release request (Yes) in step S30, the clutch control unit 12 determines whether the torque is equal to or greater than a specified value in step S32. Specifically, it is determined whether the torque generated by the first electric motor 21 is greater than or equal to a specified value. Here, the specified value is a value that can be considered that the force applied to the input / output shaft 21S is received by the reaction force generated by the first electric motor 21, that is, the force applied to the clutch 24 is equal to or less than a predetermined value. 1 is a torque output value of the electric motor 21. If it is determined in step S32 that the torque of the first electric motor 21 is less than the specified value (No), that is, if the clutch 24 is loaded with a certain force or more, the clutch control unit 12 determines the instruction torque in step S34. change. Specifically, the clutch control unit 12 changes the torque generated by the first electric motor 21 to reduce the force applied to the clutch 24. After changing the command torque in step S34, the clutch control unit 12 proceeds to step S32 again and performs the above control.

  If the clutch control unit 12 determines in step S32 that the torque of the first electric motor 21 is equal to or greater than the specified value (Yes), it determines in step S36 whether the backlash is less than the specified value. That is, the clutch control unit 12 determines whether the force applied to the first member 60 is transmitted to the second member 62 via the rolling elements 64 or not according to the backlash. To do. Here, the specified value in step S36 may be the same value as or different from the specified value in step S20 described above. In step S36, the clutch control unit 12 determines that the backlash is not less than the specified value (No), that is, the backlash is not less than a predetermined value, and the force applied to the first member 60 is applied via the rolling element 64. If it determines with it being the state transmitted to the 2 member 62, backlash increase operation will be performed as step S38. Specifically, the torque generated by the first electric motor 21 is adjusted, and the first member 60 and the second member 62 are relatively rotated in the direction in which the backlash spreads. When the clutch control unit 12 performs the backlash increasing operation in step S38, the clutch control unit 12 proceeds to step S36 and again determines the backlash clogging amount.

  When it is determined in step S36 that the backlash is less than the specified value (Yes), the clutch control unit 12 determines whether the second member 62 and the holding unit 54 are in a non-contact state as step S40. If the clutch control unit 12 determines in step S40 that the second member 62 and the holding unit 54 are not in contact with each other (Yes), that is, if the second member 62 and the holding unit 54 are not in contact, step S44 is performed. Proceed to Further, when the clutch control unit 12 determines in step S40 that the second member 62 and the holding unit 54 are not in a non-contact state (No), that is, the second member 62 and the holding unit 54 are in contact with each other, In step S42, a release operation is performed. Specifically, the clutch control unit 12 reduces the current that flows from the power source 56 to the electromagnet 52 to 0 or decreases the force that attracts the second member 62 toward the electromagnet 52, and the first force is exerted by the biasing force of the biasing member 66. The second member 62 and the holding portion 54 are brought into a non-contact state by moving the two members 62 toward the first member 60 side. When the clutch control unit 12 performs the releasing operation in step S42 and brings the second member 62 and the holding unit 54 into a non-contact state, the process proceeds to step S44.

  Next, the clutch control part 12 determines whether rotation speed synchronous control is in process as step S44. In other words, the clutch control unit 12 is executing control for synchronizing the rotation of the magnetic body structure 50 and the rotation of the electromagnet 52, in this embodiment, the control for stopping the rotation of the magnetic body structure 50 because the electromagnet 52 does not rotate. Determine if there is. If it is determined in step S44 that the synchronization control is not being performed (No), the clutch control unit 12 proceeds to step S48. If it is determined in step S44 that the synchronization control is being performed (Yes), the clutch control unit 12 proceeds to step S48 after releasing the synchronization control as step S46.

  Next, the clutch control unit 12 controls the driving force by changing the target rotational speed of the input / output shaft 21S and adjusting the rotational speeds of the first electric motor 21, the internal combustion engine 22 and the second electric motor 23 in step S48. The normal continuously variable transmission mode control is started, and the process is terminated.

  As described above, the clutch control unit 12 detects the state of the clutch 24 when the release request is input, and switches the operation to be executed according to the state of the clutch 24, so that the release instruction is input during the engagement operation. In this case, it is possible to shift to the releasing operation from the middle of the engaging operation without releasing the clutch once it is completely engaged. Thereby, the clutch 24 can be appropriately released in a short time.

  For example, even when the second member 62 and the holding portion 54 are in contact with each other, if the backlash between the first member 60 and the second member 62 is less than a specified value, that is, in the flow chart shown in FIG. In the state between step S16 and step S18, the current flowing through the electromagnet 52 is reduced as it is, and the second member 62 and the holding portion 54 are brought into a non-contact state. Thus, when the backlash is less than the specified value, the clutch 24 can be released in a short time by bringing the second member 62 and the holding portion 54 into a non-contact state as they are. Further, since the backlash is less than the specified value and the rotational force applied to the first member 60 is not transmitted to the second member 62 via the rolling element 64, a shock is generated on the input / output shaft 21S and the like. The second member 62 and the holding portion 54 can be switched from the contact state to the non-contact state.

  In addition, when the rotation speed is being controlled synchronously as in step S12 of the flowchart shown in FIG. 7, after the synchronization control is canceled, control is performed so that the required rotation speed is obtained, thereby promptly requesting the driver. It becomes possible to satisfy the driving force and drive at an efficient rotational speed. As a result, the driver's requested operation can be answered in a short time, and the occurrence of driving force loss can be prevented.

  Further, as shown in step S22 of the flowchart shown in FIG. 7, even when the backlash control is completed and the torque of the first electric motor 21 is being reduced, the power is increased with the degree of backlash after the torque is increased. It can be determined whether or not it is in a state of being transmitted. Thereby, even if it does not set the torque regulation value in step S32 precisely, the possibility that a shock will occur in the input / output shaft 21S and the like at the time of release can be reduced. Thereby, control can be made simpler and it becomes possible to control in a short time.

  Here, in the above-described embodiment, the case where the engagement device is used as a brake clutch that switches whether to receive rotation of the input / output shaft 21S connected to the first electric motor 21 has been described, but the present invention is not limited to this. FIG. 9 is a schematic diagram illustrating another example of the vehicle including the engagement device according to the present embodiment. A vehicle 100 shown in FIG. 9 includes an internal combustion engine 101, a first power transmission mechanism 102, an electric motor 104, a second power transmission mechanism 106, a differential gear 108, and an engagement device 110 as drive devices. As shown in FIG. 9, the vehicle 100 includes a left front wheel 2FL, a right front wheel 2FR, a left rear wheel 2RL, and a right rear wheel 2RR. The left front wheel 2FL and the right front wheel 2FR are a steering wheel and a left rear wheel 2RL. The right rear wheel 2RR becomes a driving wheel. The left rear wheel 2RL and the right rear wheel 2RR are connected to the power transmission mechanism 102 via the drive shaft 112, and the left front wheel 2FL and the right front wheel 2FR are connected to the differential gear 108 via the connection shaft 114. Yes. Furthermore, each part of the vehicle 100 is covered with a housing 3S.

  The internal combustion engine 101 has the same configuration as that of the internal combustion engine 22 described above, and generates power using a hydrocarbon fuel such as gasoline or light oil. The first power transmission mechanism 102 includes a transmission, a speed reducer, and the like, and transmits power generated by the internal combustion engine 101 to the left rear wheel 2RL and the right rear wheel 2RR via the drive shaft 112.

  Moreover, the electric motor 104 has the same configuration as the first electric motor 21 and the second electric motor 23 described above, and generates power by electric power supplied via an inverter from an electric power source having both an electric power supply function and an electric storage function. It has a function (power running function) and a function to convert mechanical energy into electric energy (regenerative function). The second power transmission mechanism 106 is connected to the electric motor 104 via a separation mechanism (engagement device) 110, and transmits the power generated by the electric motor 104 to the differential gear 108. The differential gear 108 transmits the power transmitted from the second power transmission mechanism 106 to the left front wheel 2FL and the right front wheel 2FR via the connecting shaft 114. The engaging device 110 is an engaging element having the same configuration as the clutch 24 described above, and transmits power from the electric motor 104 to the second power transmission mechanism 106 or from the second power transmission mechanism 106 to the electric motor 104. Whether or not can be switched. In addition, the electric motor 104 is provided with an angle sensor 116 that detects the angle and the rotational speed of the rotating shaft of the electric motor 104.

  The vehicle 100 is configured as described above, and when traveling using only the power of the internal combustion engine 101, the electric motor 104 and the second power transmission mechanism 106 are separated by the engagement device 110. In addition, in the case of 4WD (four-wheel drive) traveling, EV (electric vehicle) traveling that travels only with the power of the electric motor 104, etc., the electric motor 104 and the second power transmission mechanism 106 are engaged by the engagement device 110. And The vehicle 100 switches whether the driving force of the electric motor 104 is transmitted to the connecting shaft 114 by switching the engaging device 110 between the engaged state and the released state.

  Similar to the clutch 24 of the vehicle 1 described above, the engagement device 110 can be used as a device for switching whether or not the electric motor 104 and the second power transmission mechanism 106 are engaged as in the vehicle 100. The occurrence of a shock at the time of switching between release and release can be suppressed, and even if a release instruction is input during the engagement operation, it can be released in a short time. Further, as described above, even when both the electric motor 104 and the second drive transmission mechanism 106 rotate as in the present embodiment, the rotation speed is synchronized and the difference in relative rotation speed is reduced. Thus, it can be properly engaged or released.

  Moreover, in the said Example, although the engagement apparatus engaged by attracting | sucking with an electromagnet was used, it is not limited to this. The engaging device may be a mechanism that generates backlash in the rotational direction when engaged. For example, a dog clutch in which a contact portion is a gear can be used.

  Note that the clutch control unit 12 has a magnetic structure in the same direction as the direction in which a phase difference is generated between the first member 60 and the second member 62 when the clutch 24 is engaged during the rotation speed synchronization control in step S12. Is preferably rotated. Thereby, the play which generate | occur | produces at the time of engagement of the clutch 24 can be made small appropriately. In addition, it is preferable that the second member 62 gradually moves to the electromagnet 52 and the first member 60 and the second member 62 rotate until the second member 62 comes into contact with the holding portion 54. When the distance between the second member 62 and the electromagnet 52 becomes equal to or less than a certain value, the above effect can be obtained even when the second member 62 is attracted and attracted to the holding portion 54 by the attraction force of the electromagnet 52.

  In the above embodiment, the electromagnet and the second member are brought into contact with each other via the holding portion that holds the electromagnet. However, the present invention is not limited to this, and the electromagnet and the holding portion are integrated to form the electromagnet and the second member. The member may be brought into direct contact.

  As described above, the engagement device according to the present invention is useful when used to switch whether or not to transmit rotational power, and in particular, transmits rotational power generated by a prime mover of a driving device such as an automobile. It is suitable for use in switching whether or not to do.

DESCRIPTION OF SYMBOLS 1 Vehicle 3, 3a Drive device 3S Case 5 Actuator 10 Main ECU
10M storage unit 10P processing unit 11 drive control unit 12 clutch control unit 15 electric motor ECU
16 engine ECU
DESCRIPTION OF SYMBOLS 17 Converter 18 Inverter 20 Battery 21 1st electric motor 21S Input / output shaft 22 Internal combustion engine 22S Crankshaft 23 Second electric motor 23S Input / output shaft 24 Clutch 25I Connection shaft 25P Propeller shaft 26 Differential gear 27L, 27R Drive shaft 29 Deceleration device 30, 30A Power split mechanism 30a, 30c First planetary gear unit 30b, 30d Second planetary gear unit 31a, 31b, 31c, 31d Sun gear 32a, 32b, 32c, 32d Ring gear 33a, 33b, 33c, 33d Pinion gear 34a, 34b, 34c, 34d Carrier 35 Counter gear 40 Accelerator position sensor 41 Vehicle speed sensor 43 First rotation position detection sensor 44 Second rotation position detection sensor 50 Magnetic body structure 52 Electromagnet 54 Holding section 5 Power source 60 first member 61, 63 recess 62 second member 64 rolling element 66 biasing member

Claims (7)

A first engagement element coupled to the rotating body and rotating together with the rotating body;
A second engagement element disposed opposite the first engagement element and engaged with the first engagement element with a backlash in a rotational direction;
A control unit that controls an engagement operation and a release operation of the first engagement element and the second engagement element;
The control unit determines whether the first engagement element and the second engagement element are in contact with each other in the rotation direction when an instruction to start the release operation is input during the engagement operation.
If it is determined that they are not in contact, at least one of the first engagement element and the second engagement element is moved in a direction parallel to the rotation axis, and the first engagement element and the second engagement element are The engagement device characterized by releasing. The control unit determines whether the first engagement element and the second engagement element are in contact with each other in the rotation direction when an instruction to start the release operation is input during the engagement operation.
When it is determined that they are in contact with each other, the first engagement element and the second engagement element are rotated relative to each other in a direction in which the first engagement element and the second engagement element are separated in the rotation direction. The engagement device according to claim 1. When an instruction to start the engagement operation is input, the control unit synchronizes the rotation speeds of the first engagement element and the second engagement element,
At least one of the first engagement element and the second engagement element is moved in a direction parallel to the rotation axis, and the first engagement element and the second engagement element are moved in a direction parallel to the rotation axis. After contacting
The engagement device according to claim 1 or 2, wherein the first engagement element and the second engagement element are rotated and contacted also in a rotation direction. Further, when an instruction to start the release operation is input during the engagement operation, it is determined whether the first engagement element and the second engagement element are in contact with each other,
The engagement device according to claim 3, wherein if it is determined that the contact has not occurred, the rotation speed synchronization control is stopped.   The engagement device according to claim 1, wherein the rotating body is connected to a drive mechanism that generates torque. An engagement device according to claim 5;
A vehicle having a drive mechanism that generates torque coupled to the rotating body.   The vehicle according to claim 6, wherein the drive mechanism is an internal combustion engine and an electric motor.

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