JP2011195119A - Clutch device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress at least either of reduction in responsiveness of an internal combustion engine and reduction in a power generation amount during regenerative braking.SOLUTION: A clutch device 20 for a hybrid vehicle 10 includes a friction material 21, a plate 22, and an engagement mechanism. The friction material 21 is conveyed with engine rotation force generated by the internal combustion engine 11. The plate 22 is provided contactably with the friction material 21. The plate 22 is connected to wheels through an electric motor 12, and is transmitted with wheel rotation force conveyed from the wheels. The engagement mechanism imparts driving force to at lest one of the friction material 21 and the plate 22 to engage the friction material 21 and the plate 22, and adjusts a dimension of a gap between the friction material 21 and the plate 22 to semi-engage the friction material 21 and the plate 22. The engagement mechanism performs semi-engagement of the friction material 21 and the plate 22 when performing the regenerative braking.

Description

  The present invention relates to a clutch device for a hybrid vehicle.

  Some hybrid vehicles (HV) include an internal combustion engine and an electric motor as two or more power sources having different operating principles. The hybrid vehicle travels using at least one of the two drive sources depending on the situation. In addition, some hybrid vehicles perform regenerative braking during braking, as in the technique disclosed in Patent Document 1. In regenerative braking, wheel rotational force transmitted from a wheel is input to an electric motor or a generator to cause the electric motor or generator to generate electric power. The hybrid vehicle supplies electricity generated by regenerative braking to a battery and charges the battery.

  In the technique disclosed in Patent Document 1, an engine disconnecting clutch is arranged between an input shaft of a transmission to which a rotor of an electric motor (electric motor) is connected and a flywheel rotated by an engine (internal combustion engine). It is. The technique disclosed in Patent Document 1 aims to reduce the loss of power generation due to engine friction by disengaging the engine disengagement clutch and disengaging the engine during traveling by an electric motor or during regenerative braking. Yes.

JP 2010-006191 A

  In the technique disclosed in Patent Document 1, transmission of rotational force between the electric motor and the internal combustion engine is disconnected by a clutch device during regenerative braking. Therefore, the internal combustion engine stops during regenerative braking because no rotational force is input. Here, when the regenerative braking is finished and a request for accelerating the vehicle is made, the internal combustion engine needs to be started again from a stopped state. Therefore, in the technique disclosed in Patent Document 1, after the regenerative braking is finished, the time from when the request for accelerating the vehicle is made until the engine speed of the internal combustion engine starts increasing increases. Hereinafter, the increase in time is referred to as a decrease in responsiveness of the internal combustion engine.

  The present invention has been made in view of the above, and an object thereof is to suppress at least one of a decrease in responsiveness of an internal combustion engine and a decrease in the amount of power generation during regenerative braking.

  In order to solve the above-described problems and achieve the object, a clutch device for a hybrid vehicle according to the present invention is connected to an internal combustion engine mounted on a vehicle, and an engine torque generated by the internal combustion engine is transmitted. The first rotation is provided by applying a thrust in the direction of the rotation axis to at least one of the one rotation member, the second rotation member connected to the wheel via the motor generator, and the first rotation member and the second rotation member. An engagement mechanism that applies an engagement force to a member and the second rotation member, and the engagement mechanism adjusts the engagement force to half-engage the first rotation member and the second rotation member. The wheel can transmit the rotational force between the first rotating member and the second rotating member while relatively rotating the first rotating member and the second rotating member. By the wheel rotational force transmitted from During regenerative braking of motor generator to generate power, and wherein the second rotary member and the first rotary member be brought into the semi-engaged.

  As a preferred aspect of the present invention, the engagement mechanism adjusts the engagement force during the regenerative braking so that the rotational speed of the output shaft of the internal combustion engine is higher than the rotational speed at which the internal combustion engine can be started. It is desirable to do.

  As a preferred aspect of the present invention, the engagement mechanism adjusts the engagement force when the rotation speed of the rotation shaft of the motor generator is high during the regenerative braking, thereby rotating the rotation shaft of the motor generator. It is desirable that the difference between the rotation speed of the first rotation member and the rotation speed of the second rotation member is made smaller than when the speed is low.

  As a preferred aspect of the present invention, it is desirable that the engagement mechanism increase the engagement force from a current value when there is no longer a request to brake the vehicle during the regenerative braking.

  As a preferred aspect of the present invention, it is desirable that the engagement mechanism increases the engagement force beyond a current value when there is a request to accelerate the vehicle during the regenerative braking.

  As a preferred aspect of the present invention, the rotational force transmitted between the second rotating member and the wheel is transmitted via a transmission provided between the second rotating member and the wheel. And the engagement mechanism is configured to perform the regenerative braking based on at least one of a change in the vehicle speed increase direction and a change in the transmission gear ratio decrease direction. It is desirable to increase the engagement force beyond the current value.

  As a preferred aspect of the present invention, the rotational force transmitted between the second rotating member and the wheel is transmitted via a transmission provided between the second rotating member and the wheel. The engagement mechanism preferably sets the engagement force to a constant value when changing a gear ratio of the transmission.

  As a preferred aspect of the present invention, in the engagement mechanism, the shift change device provided in the vehicle places more importance on the responsiveness of the internal combustion engine than the amount of power generated by the motor generator during the regenerative braking. In the case of the range, it is desirable to engage the first rotating member and the second rotating member without relatively rotating during the regenerative braking.

  The present invention can suppress at least one of a decrease in responsiveness of an internal combustion engine and a decrease in power generation during regenerative braking.

FIG. 1 is an explanatory diagram schematically showing the configuration of a hybrid vehicle. FIG. 2 is a cross-sectional view showing the clutch device and components around the clutch device on the surface including the rotating shaft of the crankshaft. FIG. 3 is a block diagram illustrating functions of the control device. FIG. 4 is a flowchart showing a series of procedures executed by the control device.

  Hereinafter, embodiments of a clutch device for a hybrid vehicle 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 replaced by those skilled in the art or those that are substantially the same.

(Embodiment)
FIG. 1 is an explanatory diagram schematically showing the configuration of a hybrid vehicle. A hybrid vehicle 10 of the present embodiment shown in FIG. 1 includes an internal combustion engine 11, a clutch device 20, an electric motor 12 as a motor generator, a torque converter 13, a forward / reverse switching mechanism 14, a transmission device 15, and a reduction gear. 16, a differential 17, a drive shaft 18, and a wheel 19. The internal combustion engine 11 burns fuel to rotate the crankshaft 11a. The internal combustion engine 11 may be a reciprocating type or a rotary type. The electric motor 12 rotates the rotor 12a when supplied with electricity. Note that the rotor 12a may not only output the rotational force, but may be input with, for example, an engine rotational force generated by the internal combustion engine 11 or a wheel rotational force from a wheel 19 described later.

  The clutch device 20 enables the crankshaft 11a and the rotor 12a to be connected. The clutch device 20 transmits the rotational force between the crankshaft 11a and the rotor 12a (engagement of the clutch device), and interrupts the transmission of the rotational force between the crankshaft 11a and the rotor 12a (clutch Open the device). The torque converter 13 amplifies the rotational force (torque) transmitted from the crankshaft 11 a and the rotational force (torque) transmitted from the rotor 12 a and transmits it to the forward / reverse switching mechanism 14. The forward / reverse switching mechanism 14 can switch the rotational direction of the rotational force input from the torque converter 13. The transmission 15 adjusts the rotational speed of the rotational force input from the forward / reverse switching mechanism 14. The speed reducer 16 decelerates the rotational force input from the transmission 15. The differential device 17 reduces the difference in rotational speed between the wheels 19 while the hybrid vehicle 10 is turning. The drive shaft 18 transmits the rotational force input from the differential device 17 to the wheel 19.

  With the above configuration, for example, the motor rotational force generated by the motor 12 is generated in the order of the torque converter 13, the forward / reverse switching mechanism 14, the transmission 15, the reduction device 16, the differential device 17, and the drive shaft 18. Via the wheel 19. In the hybrid vehicle 10, when the clutch device 20 is engaged, the electric motor rotational force generated by the electric motor 12 and the wheel rotational force from the wheels 19 are input to the crankshaft 11 a via the clutch device 20. Thereby, the crankshaft 11a of the internal combustion engine 11 rotates and the internal combustion engine 11 is started. When the internal combustion engine 11 is started, the engine rotational force generated by the internal combustion engine 11 includes the clutch device 20, the torque converter 13, the forward / reverse switching mechanism 14, the transmission 15, the speed reduction device 16, and the differential device 17. , And are transmitted to the wheel 19 through the drive shaft 18 in order.

  When the hybrid vehicle 10 travels only by the engine rotational force generated by the internal combustion engine 11, the rotor 12 a idles and transmits the engine rotational force generated by the internal combustion engine 11 to the torque converter 13. As described above, the hybrid vehicle 10 can travel with the wheels 19 rotating. The hybrid vehicle 10 can generate electric power from the electric motor 12 by regenerative braking (regenerative braking) during braking. In this case, the wheel rotational force of the wheel 19 is input to the electric motor 12 via the differential device 17, the reduction device 16, the transmission device 15, the forward / reverse switching mechanism 14, and the torque converter 13. The electric motor 12 can generate electric power by this wheel rotational force. Moreover, the hybrid vehicle 10 can be braked by converting the wheel rotational force into electric power.

  FIG. 2 is a cross-sectional view showing the clutch device and components around the clutch device on the surface including the rotating shaft of the crankshaft. The clutch device 20 includes a friction material 21 as a first rotating member shown in FIG. 2, a plate 22 as a second rotating member, an engagement mechanism, and a control device 30 shown in FIG. The engagement mechanism includes a snap ring 23, a piston 24, a hydraulic chamber 25, and a return spring 26. The friction material 21 and the plate 22 can rotate around the rotation axis Zr. In the present embodiment, a plurality of friction materials 21 and plates 22 are provided alternately in the direction of the rotation axis Zr. The friction material 21 and the plate 22 are provided so as to be movable in the direction of the rotation axis Zr.

  The engine rotational force from the crankshaft 11a is transmitted to the friction material 21 via the rotating member group 28 shown by the slanted lines rising in FIG. That is, the friction material 21 is connected to the internal combustion engine 11. Further, when the friction material 21 rotates about the rotation axis Zr, the rotational force of the friction material 21 is transmitted to the crankshaft 11 a via the rotation member group 28. The electric motor rotational force from the rotor 12a is transmitted to the plate 22 through a rotating member group 29 indicated by a slanting line with a lower right shoulder in FIG. Further, when the plate 22 rotates about the rotation axis Zr, the rotational force (wheel rotational force) of the plate 22 is transmitted to the rotor 12 a via the rotating member group 29. That is, the plate 22 is connected to the wheel 19 through the electric motor 12.

  The snap ring 23 is provided on the drum 29a of the rotating member group 29 so as not to move in the direction of the rotation axis Zr. The snap ring 23 is in contact with the plate 22 and regulates the movement of the plate 22 and the friction material 21 in the direction of the rotation axis Zr. The piston 24 is provided so as to sandwich the plurality of friction materials 21 and the plurality of plates 22 between the snap ring 23 in the direction of the rotation axis Zr. The piston 24 is provided so as to be movable in the rotation axis Zr direction, and presses the plate 22 in the rotation axis Zr direction. Hereinafter, the force that the piston 24 presses against the plate 22 in the direction of the rotation axis Zr is referred to as thrust.

  The hydraulic chamber 25 is a space surrounded by the piston 24 and the drum 29a. In the hydraulic chamber 25, the hydraulic oil sucked from the oil pan 25c by the oil pump 25b is guided through the oil passage 25a. When the hydraulic oil is filled in the hydraulic chamber 25 and further introduced into the hydraulic chamber 25, the hydraulic oil presses the piston 24 toward the snap ring 23 with the pressure. That is, the hydraulic chamber 25 applies a thrust to the friction material 21 and the plate 22 via the piston 24. The return spring 26 applies a force in a direction opposite to the thrust to the piston 24. The force in the direction opposite to the thrust is a force in a direction in which the piston 24 moves away from the snap ring 23. Hereinafter, the force that the return spring 26 applies to the piston 24 is referred to as a separation force.

  When the thrust applied to the piston 24 by the hydraulic chamber 25 becomes larger than the separating force applied to the piston 24 by the return spring 26, the friction material 21 and the plate 22 move in the direction of the rotation axis Zr by the thrust. As a result, in the clutch device 20, the gap between the friction material 21 and the plate 22 is reduced. When a thrust larger than the separation force is applied to the friction material 21 and the plate 22, the friction material 21 and the plate 22 contact each other in the clutch device 20. In this state, when the hydraulic chamber 25 applies a thrust equal to the separation force to the friction material 21 and the plate 22, the friction material 21 and the plate 22 are maintained in contact with each other.

  Furthermore, when a thrust larger than the separation force is applied to the friction material 21 and the plate 22, the clutch device 20 generates a friction force between the friction material 21 and the plate 22. In the clutch device 20, this frictional force becomes the engagement force. In the clutch device 20, the friction material 21 and the plate 22 are engaged by the engaging force. The engagement here includes two states. One is that the friction material 21 and the plate 22 rotate relatively, that is, the friction material 21 and the plate 22 slip, and the rotational force is transmitted between the friction material 21 and the plate 22. State. Hereinafter, in this embodiment, this state is referred to as half-engagement. The other is that the friction material 21 and the plate 22 do not rotate relatively, that is, the friction material 21 and the plate 22 do not slip, and the rotational force is transmitted between the friction material 21 and the plate 22. It is a state that has been. Hereinafter, in this embodiment, this state is referred to as complete engagement.

  As shown in FIG. 1, the control device 30 controls at least the operation of the clutch device 20. The control device 30 of the present embodiment is included in an ECU (Electronic Control Unit). In addition to the clutch device 20, the ECU controls the operation of each device included in the hybrid vehicle 10 such as the internal combustion engine 11, the electric motor 12, the torque converter 13, and the transmission 15 shown in FIG. Control device 30 may be provided separately from the ECU. Specifically, the control device 30 adjusts the pressure and flow rate of the hydraulic oil discharged from the oil pump 25b and guided to the hydraulic chamber 25. That is, the control device 30 adjusts the amount of hydraulic oil guided to the hydraulic chamber 25 shown in FIG.

  Further, as shown in FIG. 1, the control device 30 includes an electric motor rotational speed sensor S1, a vehicle speed sensor S2, an internal combustion engine rotational speed sensor S3, an accelerator opening sensor S4, a brake pedaling force sensor S5, and a shift range sensor. Signals are acquired from S6 and the transmission ratio sensor S7, respectively. The motor rotation speed sensor S1 detects the rotation speed of the rotor 12a shown in FIG. 2, and outputs a signal corresponding to the rotation speed of the rotor 12a. The vehicle speed sensor S2 detects the rotational speed of the drive shaft 18 (wheel 19) and outputs a signal corresponding to the rotational speed of the drive shaft 18 (wheel 19). That is, the vehicle speed sensor S2 outputs a signal corresponding to the speed of the hybrid vehicle 10. Hereinafter, the speed of the hybrid vehicle 10 is referred to as a vehicle speed. The internal combustion engine rotational speed sensor S3 detects the rotational speed of the crankshaft 11a and outputs a signal corresponding to the rotational speed of the crankshaft 11a.

  The accelerator opening sensor S4 detects the opening of the accelerator pedal AP and outputs a signal corresponding to the opening of the accelerator pedal AP. The accelerator pedal AP is for the user to adjust the output of the internal combustion engine 11. The accelerator pedal AP is depressed when the user wants to accelerate the hybrid vehicle 10. The brake pedal force sensor S5 detects a pedal force that is a force with which the user depresses the brake pedal BP, and outputs a signal corresponding to the pedal force. The brake pedal BP is for the user to adjust the vehicle speed of the hybrid vehicle 10 by transmitting a braking force to the wheels 19. The brake pedal BP is depressed when the user wants to brake the hybrid vehicle 10.

  The shift range sensor S6 detects the current range (position) of the shift change device CH (shift knob) shown in FIG. 1, and outputs a signal corresponding to the current range of the shift change device CH. The shift change device CH of the present embodiment has at least one of a sports mode range and a manual mode range. The sport mode range is a range in which driving performance is more important than reduction in fuel and power consumption rates. The manual mode range is a mode in which shifting is not performed automatically but manually (operation by the user). The gear ratio sensor S7 is for detecting the ratio between the rotational speed of the input shaft and the rotational speed of the output shaft of the transmission 15, that is, the gear ratio. The gear ratio sensor S7 outputs a signal corresponding to the current gear ratio.

  The control device 30 includes an electric motor rotational speed sensor S1, a vehicle speed sensor S2, an internal combustion engine rotational speed sensor S3, an accelerator opening sensor S4, a brake pedaling force sensor S5, a shift range sensor S6, and a transmission ratio sensor S7. By acquiring each signal, the rotational speed of the rotor 12a, the vehicle speed, the rotational speed of the crankshaft 11a, the opening degree of the accelerator pedal AP, the pedaling force applied to the brake pedal BP by the user, and the shift change device CH The current range and the current gear ratio of the transmission 15 are acquired. Hereinafter, the rotational speed of the rotor 12a is referred to as an electric motor rotational speed, and the rotational speed of the crankshaft 11a is referred to as an engine rotational speed. The opening of the accelerator pedal AP is referred to as the accelerator opening, and the pedaling force applied to the brake pedal BP is referred to as the brake pedaling force. The current range of the shift change device CH is simply referred to as a range.

  FIG. 3 is a block diagram illustrating functions of the control device. The control device 30 includes an input / output unit 31, a storage unit 32, and a processing unit 33. The input / output unit 31 includes an oil pump 25b (specifically, a hydraulic circuit that adjusts the pressure of hydraulic oil discharged from the oil pump 25b), a motor rotation speed sensor S1, a vehicle speed sensor S2, and an internal combustion engine rotation speed sensor. S3, accelerator opening sensor S4, brake pedal force sensor S5, shift range sensor S6, and gear ratio sensor S7 are electrically connected. The storage unit 32 stores information necessary for the processing unit 33 to execute a series of procedures. The information is, for example, a computer program describing a series of procedures, a predetermined threshold value used when the processing unit 33 executes the computer program, or a map.

  The processing unit 33 includes an information acquisition unit 34, a calculation unit 35, and an operation control unit 36. The information acquisition unit 34 includes an electric motor rotation speed sensor S1, a vehicle speed sensor S2, an internal combustion engine rotation speed sensor S3, an accelerator opening sensor S4, a brake pedal force sensor S5, and a shift range sensor S6 via the input / output unit 31. And each signal is acquired from gear ratio sensor S7. That is, the information acquisition unit 34 acquires the motor rotation speed R, the vehicle speed V, the engine rotation speed E, the accelerator opening degree Pa, the brake pedaling force Pb, the range C, and the transmission gear ratio H. The information acquisition unit 34 acquires information from the storage unit 32. The computing unit 35 computes according to a procedure included in the computer program, or selects a procedure to be executed next from a plurality of procedures. The operation control unit 36 generates a signal for adjusting the hydraulic pressure discharged from the oil pump 25b, and supplies the signal to the hydraulic circuit for adjusting the hydraulic pressure discharged from the oil pump 25b via the input / output unit 31. Send. Next, a series of procedures executed by the control device 30 will be described.

  FIG. 4 is a flowchart showing a series of procedures executed by the control device. In step ST01, the calculation unit 35 determines whether there is a request to start regenerative braking. Specifically, for example, first, the information acquisition unit 34 acquires information (flag) on the presence / absence of a request for starting regenerative braking from the storage unit 32. The computing unit 35 determines whether there is a request to start regenerative braking based on the information. Or the calculating part 35 determines whether there exists a request | requirement which starts regenerative braking based on the signal which the information acquisition part 34 acquires from the brake pedal BP. When calculation unit 35 determines that there is no request to start regenerative braking (step ST01, No), control device 30 ends the execution of a series of procedures.

  When calculating unit 35 determines that there is a request to start regenerative braking (step ST01, Yes), control device 30 proceeds to step ST02. In step ST02, the information acquisition unit 34 acquires the range C from the shift range sensor S6. Next, in step ST03, the calculation unit 35 determines whether or not the range C is a sports mode range or a manual mode range. When calculation unit 35 determines that range C is not the sport mode range and is not the manual mode range (step ST03, No), control device 30 proceeds to step ST04.

  In step ST04, the information acquisition unit 34 acquires the accelerator opening Pa from the accelerator opening sensor S4. Next, in step ST05, the calculation unit 35 determines whether or not the accelerator opening degree Pa is greater than or equal to a threshold value Pa0. The threshold value Pa0 is an accelerator opening degree at which it can be determined that the user is requesting acceleration of the hybrid vehicle 10. The threshold value Pa0 is stored in the storage unit 32 in advance. First, the information acquisition unit 34 acquires the threshold value Pa0 from the storage unit 32. And the calculating part 35 determines whether accelerator opening degree Pa is more than threshold value Pa0. When calculation unit 35 determines that accelerator opening degree Pa is less than threshold value Pa0 (step ST05, No), control device 30 proceeds to step ST06.

  In step ST06, the information acquisition unit 34 acquires the brake pedal force Pb from the brake pedal force sensor S5. Next, in step ST07, the computing unit 35 determines whether or not the brake pedal force Pb is equal to or greater than a threshold value Pb0. The threshold value Pb0 is a brake pedal force at which it can be determined that the user is requesting to stop braking (release the brake) of the hybrid vehicle 10 when the brake pedal force Pb is less than the threshold value Pb0. The threshold value Pb0 is stored in the storage unit 32 in advance. First, the information acquisition unit 34 acquires the threshold value Pb0 from the storage unit 32. And the calculating part 35 determines whether brake pedal effort Pb is more than threshold value Pb0. If the calculating part 35 determines with the brake pedal effort Pb being more than threshold value Pb0 (step ST07, Yes), the control apparatus 30 will progress to step ST08.

  Next, in step ST08, the operation control unit 36 adjusts the engagement force to cause the friction material 21 and the plate 22 to be semi-engaged. In other words, the operation control unit 36 adjusts the engagement force acting between the friction material 21 and the plate 22 to a value within a range where the friction material 21 and the plate 22 are half-engaged. As a result, part of the wheel rotational force is input from the wheel 19 to the crankshaft 11a via the clutch device 20. Thereby, the crankshaft 11a rotates. Therefore, the clutch device 20 can start the internal combustion engine 11 during regenerative braking. Thereby, the clutch apparatus 20 can suppress the fall of the responsiveness of the internal combustion engine 11 after regenerative braking is complete | finished.

  Here, when the friction material 21 and the plate 22 are completely engaged and all of the wheel rotational force is input to the crankshaft 11a, the rotational resistance force of the internal combustion engine 11, so-called engine braking force, increases. Thereby, the electric power generation amount by regenerative braking falls. However, the clutch device 20 of the present embodiment can input a part of the rotational force of the wheel to the crankshaft 11a by semi-engaging the friction material 21 and the plate 22. Thereby, the clutch apparatus 20 can reduce the rotational resistance force transmitted from the internal combustion engine 11 to the electric motor 12 through itself (clutch apparatus 20) during regenerative braking. Thereby, the clutch apparatus 20 can suppress the fall of the electric power generation amount during regenerative braking.

  When the friction material 21 and the plate 22 are half-engaged, the operation control unit 36 can adjust the engine rotational speed E by adjusting the engagement force. Therefore, it is preferable that the operation control unit 36 adjusts the engagement force acting between the friction material 21 and the plate 22 to set the engine rotational speed E to a threshold value or more. The threshold is an engine speed at which the internal combustion engine 11 can be started. For example, the information acquisition unit 34 acquires the engine rotation speed E from the internal combustion engine rotation speed sensor S3 when the friction material 21 and the plate 22 are half-engaged. When the acquired engine rotation speed E is less than the threshold value, the operation control unit 36 increases the engagement force until the engine rotation speed E becomes equal to or higher than the threshold value. Thereby, the clutch apparatus 20 can start the internal combustion engine 11 more reliably during regenerative braking. As a result, the clutch device 20 can more reliably suppress a decrease in responsiveness of the internal combustion engine 11 after the regenerative braking is finished.

  Furthermore, it is preferable that the operation control unit 36 adjusts the engagement force acting between the friction material 21 and the plate 22 so that the engine rotational speed E becomes equal to the threshold value. For example, when the engine rotation speed E acquired by the information acquisition unit 34 is larger than the threshold value, the operation control unit 36 reduces the engagement force until the engine rotation speed E reaches the threshold value. As a result, the clutch device 20 can input only the amount necessary for starting the internal combustion engine 11 out of the wheel rotational force to the crankshaft 11a and the other to the rotor 12a. Therefore, the clutch device 20 can suppress a decrease in the wheel rotational force input to the electric motor 12 and can reduce the rotational resistance force transmitted from the internal combustion engine 11 to the electric motor 12 via itself (the clutch device 20). As a result, the clutch device 20 can suppress a decrease in power generation amount during regenerative braking.

  When the execution of step ST08 is completed, in step ST09, the calculation unit 35 determines whether or not there is a request to change the speed ratio H of the transmission 15. The request to change the transmission gear ratio H of the transmission 15 is a signal generated by the control device 30 or a control device dedicated to the transmission 15. First, the calculation unit 35 determines whether there is a request to change the speed ratio H of the transmission 15 based on the signal. When calculating unit 35 determines that there is a request to change gear ratio H of transmission 15 (step ST09, Yes), control device 30 proceeds to step ST10.

  In step ST10, the operation control unit 36 fixes the engagement force to a constant value. The constant value may be a value that allows the friction material 21 and the plate 22 to be half-engaged, and is a current engagement force here. In other words, the operation control unit 36 of the present embodiment fixes the engagement force acting between the friction material 21 and the plate 22 at the current value. Thereby, the clutch apparatus 20 can suppress the fluctuation | variation of the rotational resistance force transmitted to the transmission 15 from the internal combustion engine 11 via self (clutch apparatus 20). Therefore, the clutch device 20 can reduce the shift shock of the transmission 15.

  If the calculating part 35 determines that there is no request | requirement which changes the gear ratio H of the transmission 15 (step ST09, No), the control apparatus 30 will progress to step ST11. In step ST11, the information acquisition unit 34 acquires the motor rotation speed R from the motor rotation speed sensor S1, acquires the vehicle speed V from the vehicle speed sensor S2, and acquires the gear ratio H from the speed ratio sensor S7. Next, in step ST12, the operation control unit 36 determines that the friction material 21 and the plate 22 are half based on at least one of the motor rotation speed R, the vehicle speed V, and the transmission gear ratio H acquired in step ST11. The engagement force is adjusted within the range of values for engagement. In the present embodiment, the operation control unit 36 adjusts the engagement force based on all of the motor rotation speed R, the vehicle speed V, and the gear ratio H.

  Specifically, the operation control unit 36 increases the engagement force when the motor rotation speed R is high than when the motor rotation speed R is low. Thereby, the difference between the rotational speed of the friction material 21 and the rotational speed of the plate 22 is reduced. Therefore, the clutch device 20 can reduce frictional heat generated between the friction material 21 and the plate 22. As the motor rotation speed R increases, the friction material 21 and the plate 22 tend to generate heat, and the durability is likely to decrease due to the heat. However, the clutch device 20 can reduce frictional heat generated between the friction material 21 and the plate 22. Therefore, the clutch device 20 can suppress a decrease in durability of the friction material 21 and the plate 22.

  In addition, the operation control unit 36 increases the engagement force when the vehicle speed V is high than when the vehicle speed V is low. Thereby, the clutch apparatus 20 can increase the wheel rotational force input into the crankshaft 11a. This is because the responsiveness of the internal combustion engine 11 is required as the vehicle speed V increases. By increasing the engagement force, the clutch device 20 can start the internal combustion engine 11 more reliably. In addition, the clutch device 20 increases the engine rotational force that can be transmitted from the internal combustion engine 11 to the wheels 19. Thus, when the regenerative braking is finished and the user requests rapid acceleration, the clutch device 20 can transmit a larger engine rotational force from the internal combustion engine 11 to the wheels 19. Therefore, the clutch device 20 can more suitably suppress a decrease in response of the internal combustion engine 11.

  Further, the operation control unit 36 increases the engagement force when the speed ratio H is small (becomes high gear) than when the speed ratio H is large. Thereby, the clutch apparatus 20 can increase the wheel rotational force input into the crankshaft 11a. This is because, as with the vehicle speed V, the responsiveness of the internal combustion engine 11 is required as the gear ratio H decreases. The effect of the clutch device 20 by increasing the engagement force when the transmission gear ratio H is small compared to when the transmission gear ratio H is large is that the engagement force is increased when the vehicle speed V is high than when the vehicle speed V is low. This is the same as the effect produced by the clutch device 20.

  The calculation unit 35 of the present embodiment calculates an appropriate temporary engagement force based on the motor rotation speed R, for example. In addition, the calculation unit 35 calculates an appropriate temporary engagement force based on the vehicle speed V. In addition, the calculation unit 35 calculates an appropriate temporary engagement force based on the gear ratio H. And the calculating part 35 uses the largest temporary engagement force as final engagement force among these temporary engagement forces. The operation control unit 36 adjusts the engagement force acting between the friction material 21 and the plate 22 to be the final engagement force. Note that the above calculation method for determining the final engagement force is an example and is not limited to this. For example, the calculation unit 35 may calculate the final engagement force based on, for example, a map that describes the relationship among the motor rotation speed R, the vehicle speed V, the transmission gear ratio H, and an appropriate engagement force. .

  When the execution of step ST10 or step ST12 is completed, the control device 30 ends the execution of a series of procedures. When calculation unit 35 determines that range C is the sport mode range or the manual mode range (step ST03, Yes), control device 30 proceeds to step ST13. When the range C is a sport mode range or a manual mode range, the internal combustion engine 11 is required to have higher responsiveness. In step ST <b> 13, the operation control unit 36 completely engages the friction material 21 and the plate 22. Thereby, the clutch apparatus 20 can increase the wheel rotational force which can be transmitted to the crankshaft 11a, compared with the case where the friction material 21 and the plate 22 are half-engaged. Therefore, the clutch device 20 can more suitably reduce a decrease in response of the internal combustion engine 11.

  If the calculating part 35 determines with the accelerator opening degree Pa being more than threshold value Pa0 (step ST05, Yes), the control apparatus 30 will progress to step ST13. When the accelerator pedal opening degree Pa is equal to or greater than the threshold value Pa0, the user requests that the hybrid vehicle 10 be accelerated by terminating the regenerative braking. In preparation for acceleration of the hybrid vehicle 10, the clutch device 20 fully engages the friction material 21 and the plate 22 in step ST13. Thereby, the clutch apparatus 20 can suppress the fall of the responsiveness of the internal combustion engine 11 in preparation for the acceleration of the hybrid vehicle 10.

  If the calculating part 35 determines with the brake pedal effort Pb being less than threshold value Pb0 (step ST07, No), the control apparatus 30 will progress to step ST13. When the brake pedaling force Pb is less than the threshold value Pb0, the user requests the end of the regenerative braking. The clutch device 20 fully engages the friction material 21 and the plate 22 in step ST13 in preparation for acceleration of the hybrid vehicle 10 after the end of regenerative braking. Thereby, the clutch apparatus 20 can suppress the fall of the responsiveness of the internal combustion engine 11 in preparation for the acceleration of the hybrid vehicle 10.

  Here, in the present embodiment, the operation control unit 36 completely engages the friction material 21 and the plate 22 in step ST13. However, in step ST13, the operation control unit 36 may cause the friction material 21 and the plate 22 to be semi-engaged. However, the engagement force that acts between the friction material 21 and the plate 22 in step ST13 is larger than the engagement force that acts between the friction material 21 and the plate 22 in step ST08. That is, in step ST13, the operation control unit 36 causes the friction material 21 and the plate 22 to be semi-engaged more strongly than in step ST08. Even in this case, the clutch device 20 can suppress a decrease in responsiveness of the internal combustion engine 11 in preparation for acceleration of the hybrid vehicle 10. In addition, when the range C is a sport mode range or a manual mode range (step ST03, Yes), the responsiveness of the internal combustion engine 11 is important. Therefore, the operation control unit 36 may completely engage the friction material 21 and the plate 22 only when the range C is the sport mode range or the manual mode range (step ST03, Yes).

  In the present embodiment, in step ST12, the operation control unit 36 adjusts the engagement force within a range of values in which the friction material 21 and the plate 22 are half-engaged. However, in step ST12, the operation control unit 36 may completely engage the friction material 21 and the plate 22. In this case, although the power generation amount during regenerative braking is reduced, the response of the internal combustion engine 11 is improved in a situation where higher response of the internal combustion engine 11 is required, for example, when the vehicle speed V or the gear ratio H is in a high speed range. The decrease can be more suitably suppressed. Moreover, the calorific value of the friction material 21 and the plate 22 can be more preferably suppressed, and as a result, the durability of the friction material 21 and the plate 22 can be more preferably suppressed.

  When the execution of step ST13 is completed, the control device 30 ends the execution of a series of procedures. When the control device 30 executes the above-described series of procedures, the clutch device 20 achieves both coexistence of suppressing a decrease in response of the internal combustion engine 11 and suppressing a decrease in power generation amount during regenerative braking. You can plan. The series of procedures described above is an example of procedures executed by the control device 30, and is not limited to this. For example, at least one set of the combination of step ST02 and step ST03, the combination of step ST03 and step ST04, and the combination of step ST05 and step ST06 may be omitted. Moreover, the order of these three combinations may be changed. Further, the combination of step ST09 and step ST10 may be omitted. Further, the combination of step ST11 and step ST12 may be omitted. Moreover, the combination of step ST11 and step ST12 may be performed between step ST08 and step ST09.

  Further, although the hybrid vehicle 10 of the present embodiment is one in which the electric motor 12 generates power during regenerative braking, the hybrid vehicle 10 may include a generator as a motor generator. The electric motor is superior in power output than the power generation capacity, and the power generator is superior in power generation capacity than the power output. In this case, the plate 22 of the clutch device 20 is connected to the wheel via the generator. Even in this case, the clutch device 20 has the same effect as when the electric motor 12 generates power during regenerative braking.

  As described above, the clutch device for a hybrid vehicle according to the present invention is useful for a technique that suppresses at least one of a decrease in responsiveness of an internal combustion engine and a decrease in power generation amount during regenerative braking.

DESCRIPTION OF SYMBOLS 10 Hybrid vehicle 11 Internal combustion engine 11a Crankshaft 12 Electric motor (motor generator)
12a Rotor 13 Torque converter 14 Forward / reverse switching mechanism 15 Transmission device 16 Reduction device 17 Differential device 18 Drive shaft 19 Wheel 20 Clutch device 21 Friction material (first rotating member)
22 Plate (second rotating member)
23 Snap ring (engagement mechanism)
24 Piston (engagement mechanism)
25 Hydraulic chamber (engagement mechanism)
25a Oil passage 25b Oil pump 25c Oil pan 26 Return spring (engagement mechanism)
DESCRIPTION OF SYMBOLS 28 Rotating member group 29 Rotating member group 29a Drum 30 Control apparatus 31 Input / output part 32 Storage part 33 Processing part 34 Information acquisition part 35 Calculation part 36 Operation control part AP Accelerator pedal BP Brake pedal CH Shift change device S1 Electric motor rotational speed sensor S2 Vehicle speed sensor S3 Internal combustion engine rotational speed sensor S4 Accelerator opening sensor S5 Brake pedaling force sensor S6 Shift range sensor S7 Gear ratio sensor Zr Rotating shaft

Claims (8)

A first rotating member connected to an internal combustion engine mounted on a vehicle and to which engine rotational force generated by the internal combustion engine is transmitted;
A second rotating member coupled to the wheel via a motor generator;
An engagement mechanism that applies a thrust in a rotation axis direction to at least one of the first rotation member and the second rotation member, and applies an engagement force to the first rotation member and the second rotation member;
With
The engagement mechanism is
The first rotating member and the second rotating member are half-engaged by adjusting the engaging force, and the first rotating member and the second rotating member are relatively rotated while the first rotating member is relatively engaged. A rotational force can be transmitted between the rotating member and the second rotating member;
A clutch device for a hybrid vehicle, wherein the first rotating member and the second rotating member are half-engaged during regenerative braking in which the motor generator generates electric power by wheel rotational force transmitted from the wheel.   The engagement mechanism adjusts the engagement force during the regenerative braking so that the rotational speed of the output shaft of the internal combustion engine becomes equal to or higher than the rotational speed at which the internal combustion engine can be started. 2. A clutch device for a hybrid vehicle according to 1.   The engagement mechanism adjusts the engagement force when the rotation speed of the rotation shaft of the motor generator is high during the regenerative braking, so that the rotation speed of the rotation shaft of the motor generator is lower than that when the rotation speed of the rotation shaft of the motor generator is low. The clutch device for a hybrid vehicle according to claim 1 or 2, wherein a difference between a rotation speed of the first rotation member and a rotation speed of the second rotation member is reduced.   The said engaging mechanism increases the said engaging force from the present value, when the request | requirement which brakes the said vehicle at the time of the said regenerative braking is lost, The Claim 1 characterized by the above-mentioned. The hybrid vehicle clutch device.   The said engagement mechanism increases the said engagement force from the present value, when there exists a request | requirement to accelerate the said vehicle at the time of the said regenerative braking. The hybrid vehicle clutch device. The rotational force transmitted between the second rotating member and the wheel is transmitted via a transmission provided between the second rotating member and the wheel.
The engagement mechanism generates the engagement force during the regenerative braking based on at least one of a change in the vehicle speed increase direction and a change in the transmission gear ratio decrease direction. The clutch device for a hybrid vehicle according to claim 4 or 5, wherein the clutch device increases more than a current value. The rotational force transmitted between the second rotating member and the wheel is transmitted via a transmission provided between the second rotating member and the wheel.
The clutch device for a hybrid vehicle according to any one of claims 1 to 5, wherein the engagement mechanism sets the engagement force to a constant value when changing a gear ratio of the transmission. .   When the shift change device provided in the vehicle is in a range in which the responsiveness of the internal combustion engine is more important than the amount of power generated by the motor generator during the regenerative braking, The clutch device for a hybrid vehicle according to any one of claims 1 to 7, wherein the first rotating member and the second rotating member are sometimes engaged with each other without relatively rotating. .

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