JP2012246822A - Driving system control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a structure capable of performing optimum control in accordance with each state, even in an engine 1 supplied with fuel deteriorated with the lapse of time or fuel other than specified fuel, by measuring an output torque of the engine 1 with the practical structure.SOLUTION: This driving system control device includes a torque measuring device 4 determining torque input from a crankshaft of the engine 1 to a transmission 2. The torque measuring device 4 includes: a disk-shaped detected plate supported and fixed to the crankshaft or a part of a rotary shaft rotated with torque proportional to the crankshaft; a sensor having a detection part disposed opposite an outer diameter side edge part of the detected plate while being supported by a stationary part; and a torque calculator calculating the torque of the crankshaft on the basis of an output signal of the sensor. An engine controller 3 adjusts a fuel supply amount to the engine 1 or adjusts a gear ratio of the transmission 2 on the basis of a value of the torque calculated by the torque calculator.

Description

  The present invention is an improvement of a drive system control device for realizing an optimal driving state by controlling an automobile engine based on a signal representing a state quantity related to an operation state of an accelerator pedal by a driver, for example. About. Specifically, a control device that can perform optimal control according to the situation even when the output of the engine deviates from the design value due to, for example, aging or inappropriate fuel supply is realized.

  In recent electronically controlled automobiles, the torque (target torque) that the engine should output is determined according to the accelerator pedal operation state (opening, operation speed, etc.) and supplied to the combustion chamber of the engine by the engine controller. Adjustment of the amount of fuel to be supplied (a mixture of fuel such as gasoline or light oil and air) is widely known and described widely in, for example, Patent Document 1 and the like. Further, in the case of a more electronic vehicle, adjusting the gear ratio of the automatic transmission according to the operation state is widely known as described in, for example, Patent Document 2 and the like. It has been broken. When the automatic transmission is a stepped type such as a planetary gear type, the transmission is adjusted stepwise. When the automatic transmission is a continuously variable type such as a belt type or a toroidal type, the gear ratio adjustment is continuous. Done.

  FIG. 19 shows an example of the operation status of the drive system controller for an automobile that controls the engine and the transmission (automatic transmission) in accordance with the operation status of the accelerator pedal. If it is detected in step 1 (S1) that the accelerator is operated by the driver, in step 2, the engine controller determines the fuel supply state (supply amount) into the combustion chamber of the engine. The engine is operated according to the operation status. In step 4, the output torque of the engine is estimated. The output torque is estimated by calculating the pressure in the combustion chamber from the amount of fuel supplied and the rotational speed of the engine, and further calculating the output torque from the number of combustion chambers (number of cylinders). Then, the obtained estimated value of torque is fed back to the engine controller, and the accuracy of the engine control by the engine controller is improved. A signal representing the estimated value of the torque is also sent to the controller of the automatic transmission, and in step 5, the transmission ratio of the automatic transmission is controlled.

  The control of the engine and the automatic transmission shown in FIG. 19 is based on the premise that the performance of the engine is as designed. On the other hand, the performance of the engine is inevitably lowered (aged deterioration) little by little with long-term use. For example, the inner peripheral surface of the combustion chamber and the outer peripheral edge of the piston ring are gradually worn, and the pressure in the cylinder chamber is gradually decreased, so that the output torque is decreased. Accordingly, if feedback control is performed on an engine that has deteriorated over time according to the procedure shown in FIG. 19, there is a possibility that appropriate control cannot be performed, and the driving performance intended by the driver cannot be obtained, or the fuel consumption performance may deteriorate. is there. In addition, the situation where the actual output torque deviates from the design value in this way is when a fuel other than those specified as fuel is used (regular gasoline is supplied regardless of high-octane gasoline specification, or poor fuel is supplied). Also occurs). In any case, if a pressure sensor is installed in the combustion chamber and the pressure in the combustion chamber is actually measured, appropriate feedback control becomes possible regardless of the aging deterioration. However, it is not realistic to actually measure the pressure in each combustion chamber and use it for this feedback control.

JP 2010-13003 A JP 2003-166640 A

  In view of the circumstances as described above, the present invention measures the output torque of an engine with a practical structure and, for example, an engine that has deteriorated over time or has been fueled with fuel other than specified, depending on the state of each engine. The present invention was invented to realize a drive system control device for various mechanical devices using an engine as a power source, such as automobiles and various industrial machines, capable of performing optimal control.

The drive system controller of the present invention includes an engine, a transmission, an engine controller, and engine torque measuring means.
Among these engines, the crankshaft is rotated based on the fuel supply into the cylinder.
The transmission receives the rotation of the crankshaft, changes the speed of the rotation, and then outputs it to a driven part such as a driving wheel.
The engine controller adjusts a fuel supply amount into the cylinder of the engine based on a signal representing a state quantity related to an accelerator operation such as an accelerator pedal or an accelerator lever performed by a driver or an operator. . It should be noted that the signal representing the state quantity is a state in which an automatic driving mode switch called an auto cruise or a cruise computer is turned on when the present invention is implemented as an automobile drive system control device. And a signal representing a condition necessary for maintaining the designated traveling state. Similarly, when implemented as a drive system control device for various industrial machines, it also includes a signal output from a device for maintaining the operation speed constant.
The engine torque measuring means obtains torque input from the crankshaft to the transmission, and includes a detected plate, a sensor, and a torque calculator.
The plate to be detected is disc-shaped, and is supported concentrically with the detected rotation shaft on the crankshaft or a part of the rotation shaft that rotates with a torque proportional to the crankshaft. It is fixed, and the characteristic of the outer diameter side end portion is changed alternately and at equal intervals in the circumferential direction.
In addition, the sensor is supported by a fixed portion, and the detection portion is opposed to the outer diameter side end portion of the detection plate.
The torque calculator calculates the torque of the crankshaft based on the output signal of the sensor.

When implementing the drive system control apparatus of the present invention as described above, for example, as in the invention described in claim 2, the engine controller is configured based on the torque value calculated by the torque calculator. Adjust the fuel supply.
Alternatively, as in the invention described in claim 3, the transmission is an automatic transmission. Further, a transmission controller is provided for adjusting a gear ratio of the automatic transmission based on a signal representing a state quantity related to the operation of the accelerator. The transmission controller adjusts the transmission ratio based on the torque value calculated by the torque calculator.

Further, when implementing the drive system control apparatus of the present invention as described above, for example, as in the invention described in claim 4, the detected plate is a gear constituting a gear transmission apparatus in the transmission. .
Further, the gear transmission device is fixed to a pair of rotating shafts and a part of each of the rotating shafts, and the teeth formed on the outer diameter side end portions are engaged with each other, thereby rotating both the shafts. A pair of gears that enable transmission of torque between the shafts is provided.
Then, a pair of the sensors are provided, and the detection portions of both the sensors are opposed to the teeth provided on the outer diameter side end of at least one of the pair of gears. Then, the output signals of both sensors are changed as the gear rotates.
The torque calculator includes a phase difference that exists between the output signals of the two sensors, and a gear transmission mechanism that exists between the rotating shaft that fixes the gear that is the detection plate and the crankshaft. The crankshaft torque is calculated based on the gear ratio and friction loss.

  When carrying out the invention described in claim 4 as described above, more specifically, for example, as in the invention described in claim 5, the pair of gears are helical gears. Further, the detection portion of one of the pair of sensors is detected by the other sensor in a radial direction with respect to a tooth formed on an outer diameter side end portion of one of the pair of gears. The portions are made to face each other in the axial direction with respect to the teeth formed on the outer diameter side end portion of the one gear. Then, the torque calculator calculates the torque of the crankshaft based on a change in phase difference existing between the output signals of the two sensors.

Alternatively, when the invention described in claim 4 is implemented, the pair of gears are helical gears as in the invention described in claim 6. Further, the detection part of one of the pair of sensors is formed on the outer diameter side end of one of the gears, and the detection part of the other sensor is connected to the outer diameter side of the other gear. The teeth formed at the ends are opposed to each other in the radial direction. The torque calculator calculates the torque of the crankshaft based on a change in phase difference between the output signals of the sensors, which is generated in association with the relative displacement of the two gears in the axial direction. calculate.
In the case of carrying out the invention described in claim 6, it is preferable that the pair of sensors are connected to each other from the meshing portion of the pair of gears in the circumferential direction as in the invention described in claim 7. It arrange | positions in the position near this meshing part rather than the position of degree. Both of these sensors are held in a single holder.

Alternatively, when the invention described in claim 4 is carried out, as in the invention described in claim 8, each of the pair of sensors is connected to the outer diameter side end portion of each of the pair of gears. The teeth formed in the above are respectively opposed in the radial direction. The torque calculator calculates the torque of the crankshaft based on a change in the phase difference between the output signals of the two sensors, which is generated when the relative positions of the central axes of the gears change. calculate.
When the invention described in claim 8 is carried out, for example, as in the invention described in claim 9, the detection unit of the pair of sensors is connected to the meshing part of the pair of gears with 180. Exist at the opposite position. These two sensors change the phase difference between the output signals of the two gears as the rotational centers of the two gears are relatively displaced in the tangential direction of the meshing portion.
Alternatively, as in the invention described in claim 10, the detection portions of the pair of sensors are rotated by an angle corresponding to the pressure angle of both gears from a position 180 degrees opposite to the meshing portion of the pair of gears. It exists in the position moved to each direction. The two sensors change the phase difference between the output signals as the rotational centers of the two gears are relatively displaced in a direction inclined by the pressure angle from the tangential direction of the meshing portion.

  Alternatively, when carrying out the invention described in claim 4, as in the invention described in claim 11, the detection part of the pair of sensors is used as an outer peripheral surface of one gear of the pair of gears. To face. Further, the positions where the detection parts of these two sensors are opposed to this one gear are defined as portions that are each shifted by 90 degrees in the circumferential direction from the meshing part of the gears. The pair of sensors change the phase difference between the output signals of the one gear as the one gear is displaced in a direction away from the other gear.

  Alternatively, when carrying out the invention described in claim 4, the pair of gears are helical gears as in the invention described in claim 12. Further, the detection part of one of the pair of sensors is opposed to a tooth formed on the outer diameter side end of one of the two gears in the radial direction. Further, the detection part of the other sensor is opposed to teeth formed on the outer diameter side end of a spur gear fixed to the same rotation shaft as the one gear adjacent to the one gear. The torque calculator calculates the torque of the crankshaft based on a phase difference existing between the output signals of the pair of sensors.

  Alternatively, when the invention described in claim 4 is carried out, as in the invention described in claim 13, of at least one gear of the pair of gears, of the pair of sensors. A concave groove that is inclined with respect to the axial direction of the gear is provided in a part of the tooth tip surface of each tooth provided at the outer diameter side end of the gear facing the detection portion of at least one of the sensors. And the detection part of the said at least one sensor is made to oppose the part which formed these each ditch | groove among each said tooth | gear.

  Further, when the invention described in the above fourth to seventh, twelfth, and thirteenth embodiments is carried out, as in the invention described in the fourteenth aspect, for example, the pair of gears functions as the detected plate. A resilience that presses the rotation shaft in the axial direction with a predetermined force is applied to the rotation shaft to which the gear is fitted and fixed.

  Further, as another example of the specific structure when carrying out the present invention, as in the invention described in claim 15, a pair of encoders, each of which is the detected plate, are fixed to both ends of the crankshaft. At the same time, the detection portions of the sensors are made to face the detected surfaces provided at the outer diameter side ends of both encoders. And the said torque calculator calculates | requires the torque of the said crankshaft based on the phase difference between the output signals of these both sensors.

According to the present invention configured as described above, it is possible to realize a drive system control device for a mechanical device that measures the output torque of the engine with a practical structure and can appropriately perform various controls according to the measured value of the torque. .
For example, according to the second aspect of the present invention, it is possible to realize a drive system control device that can perform optimal control in accordance with each state even with an engine that has deteriorated over time or has been fueled with fuel other than specified. That is, the actual output torque of the engine is measured, and the measured value can be fed back to the fuel supply amount by the engine controller, so that the optimum control can be performed regardless of the situation where the engine is placed. According to the invention described in claim 3, not only the engine but also the gear ratio control of the automatic transmission can be optimally performed.

  Further, according to the invention described in claims 4 to 14, the torque transmitted by the gear transmission device can be transmitted without installing a dedicated component for torque measurement other than the sensor in the gear transmission device portion in the transmission. It is possible to measure the direction and size of the. As a result, parts production, parts management, and assembly work are all facilitated, and the cost increase associated with measuring the output torque of the crankshaft connected to the gear transmission can be kept low. In addition, it is easy to install in a limited space in the casing that houses the components of the transmission, for example, while keeping the installation space small.

The schematic diagram which shows the basic structure at the time of applying the drive-train control apparatus of this invention to a motor vehicle. The schematic diagram which shows an example of the measuring apparatus which measures the output torque of the crankshaft of an engine. The schematic diagram for demonstrating the specific structure of the said measuring apparatus. The flowchart which shows the state which controls an engine and an automatic transmission using the said output torque measured with this measuring apparatus. In order to explain a first example of the output torque measuring device incorporated in a gear transmission device in a transmission, a pair of helical gears and a pair of sensors meshed with each other, both of which are the shafts of the helical gears. The front view shown in the state seen from the direction. The perspective view which shows the combined state of one helical gear and said one pair of sensor among said pair of helical gears. The schematic diagram for demonstrating the force added to a pair of helical gear which meshed | engaged mutually. The flowchart which shows the procedure which calculates | requires the torque transmitted by the said pair of helical gears based on the phase difference of the output signal of the said pair of sensors. The diagram which shows the state from which the phase of the output signal of the said pair of sensor changes with the axial direction displacement of the said pair of helical gears. In order to explain a second example of the output torque measuring device incorporated in the gear transmission device in the transmission, a pair of helical gears and a pair of sensors meshed with each other, both of which are the diameters of the helical gears. The schematic side view shown in the state seen from the direction. In order to explain the third example, a schematic front view showing a pair of helical gears and a pair of sensors meshed with each other as seen from the axial direction of the helical gears. In order to explain the fourth example, a schematic front view showing a pair of helical gears and a pair of sensors meshed with each other as seen from the axial direction of the helical gears. In order to explain the fifth example, a schematic front view showing a pair of helical gears and a pair of sensors meshed with each other as seen from the axial direction of the helical gears. In order to explain the sixth example, a schematic front view showing a pair of helical gears and a pair of sensors meshed with each other as seen from the axial direction of the helical gears. In order to explain the seventh example, a pair of helical gears meshed with each other, a pair of spur gears provided adjacent to the helical gears, and two pairs of sensors, The schematic side view shown in the state seen from the direction. In order to explain the eighth example, a side view (A) and a perspective view (B) showing one sensor of one spur gear and a pair of sensors as viewed from the radial direction of the spur gear. The figure similar to (A) of FIG. 16 for demonstrating the modification of the said 8th example. In order to explain the ninth example of the output torque measuring device incorporated in the gear transmission device in the transmission, one of the helical gear and one of the pair of sensors is connected to the helical gear. The side view shown in the state seen from radial direction. The flowchart which shows the state which controls the engine and automatic transmission conventionally performed.

[First example of embodiment]
1-4 show a first example of an embodiment of the present invention corresponding to claims 1 to 3 and 15. As shown in FIG. 1, the drive system control device of the present example includes an engine 1, a transmission 2, an engine controller 3, and a torque measuring device 4 that is an engine torque measuring unit. Of these, the engine 1 rotates the crankshaft 5 shown in FIG. 2 based on the supply of fuel into the cylinder. The transmission 2 receives the rotation of the crankshaft 5 and changes the speed of the rotation, and then outputs it to a pair of left and right drive wheels 6 and 6 via a differential gear (not shown). To do.

Further, the engine controller 3 is based on a signal representing a state quantity related to the operation of the accelerator pedal 7 performed by the driver, that is, an operation direction (opening / closing direction), a depression amount, a depression speed (release speed), and the like. The fuel supply amount into the cylinder of the engine 1 is adjusted.
The torque measuring device 4 obtains the torque input from the crankshaft 5 to the transmission 2 using the torsion of the crankshaft 5 based on the torque, and is configured as shown in FIG. is doing. That is, a pair of encoders 8a and 8b, which are detection plates described in the claims, are fixed to both ends of the crankshaft 5, and the detection surfaces (outer peripheral surfaces) of both encoders 8a and 8b. Further, the detection portions of the sensors 9a and 9b are opposed to each other. The relationship between the output signals of both the sensors 9a and 9b has a predetermined phase difference as an initial value in a state where the crankshaft 5 does not output torque and therefore the crankshaft 5 is not elastically deformed. On the other hand, when the crankshaft 5 outputs torque and the crankshaft 5 is elastically deformed in the torsional direction, the phase difference between the output signals of the sensors 9a and 9b deviates from the initial value. Since the magnitude of the deviation from the initial value of the phase difference is substantially proportional to the magnitude of the torque output from the crankshaft 5, this torque can be obtained based on the phase difference.

  That is, as shown in FIG. 4, if the operation state of the accelerator by the driver is detected in S (step) 1, the fuel supply state (supply amount) into the combustion chamber of the engine 1 is detected by the engine controller in S2. In step S3, the engine 1 is actually operated in accordance with the operation status. In step S4, the output torque of the engine 1 is actually measured by the torque measuring device 4 shown in FIG. Then, the obtained torque measurement value is fed back to the engine controller 3 to improve the accuracy of control of the engine 1 by the engine controller 3. A signal representing the measured value of the torque is also sent to the controller of the transmission 2 (automatic transmission), and the speed ratio of the automatic transmission is controlled in S5.

  The drive system control apparatus of this example configured and operated as described above has a practical structure, and measures the torque actually output by the engine 1 and supplies fuel by the engine controller 3 based on the measured value. Since the control of the amount and the control of the transmission 2 are performed, even when the fuel has deteriorated over time or fuel other than the specified fuel is supplied, optimal control according to each state can be performed.

[Second Example of Embodiment]
5 to 9 show a second example of an embodiment of the present invention corresponding to claims 1 to 5. The features of this example and third to ninth examples of the embodiments to be described later are that a measuring device for measuring the output torque of the engine is incorporated in the gear transmission device 13 in the transmission 2 (see FIG. 1). That is the point. Except for the point of the torque measuring device 4a, the configuration of the entire drive system control device is the same as that shown in FIG. 1 as in the first example of the embodiment described above. The point of the torque measuring device 4a, which is a feature of this example, will be mainly described.

  In the case of the structure of this example, a pair of gears 11a and 11b are supported and fixed so as to rotate together with the two rotation shafts 10a and 10b, respectively, in the middle part of the pair of rotation shafts 10a and 10b arranged in parallel to each other. Furthermore, these gears 11a and 11b are meshed with each other. Both the rotating shafts 10a and 10b are rotatably supported in a casing in which the components of the transmission 2 are housed in a state where rattling in the radial direction and the axial direction is suppressed. For this purpose, the rotary shafts 10a and 10b are supported on the end wall or intermediate support wall of the casing by rolling bearings to which preload is applied, such as angular ball bearings or tapered roller bearings. Both the gears 11a and 11b are helical gears made of magnetic metal such as tool steel, and teeth 12a and 12b that are inclined with respect to the axial direction are formed at the respective outer diameter side ends. ing. The teeth 12a and 12b are meshed with each other without a gap (with zero backlash). With this configuration, the gear transmission device 13 is configured that can transmit torque between the rotating shafts 10a and 10b without causing a time lag based on backlash.

  A pair of sensors 9a, 9b is provided at the outer diameter side end of the gear 11a of one of the gears 11a, 11b (for example, a smaller diameter side where a reference circle diameter d described later is smaller and a force applied to meshing is larger). The detectors are close to each other. Both of these sensors 9a and 9b are of a magnetic detection type in which a magnetic detection element such as a Hall element or a magnetoresistive element is combined with a permanent magnet, and according to the change in magnetic characteristics of the portion where the detection unit faces. Change the output signal. In the case of this example, an IC having a waveform shaping circuit is incorporated in the sensors 9a and 9b. Accordingly, when the teeth 12a formed at the outer diameter side end portion of the one gear 11a pass through the vicinity of the respective detection portions (the portion immediately before facing each other through a minute gap), these two sensors 9a and 9b Based on the unevenness of the teeth 12a, a rectangular wave (pulse signal) as shown in FIG.

  Of the two sensors 9a and 9b each having such characteristics, the detecting portion of one sensor 9a is opposed to the outer peripheral surface of the one gear 11a (the leading edge of the tooth 12a) in the radial direction. Yes. On the other hand, the other sensor 9b is opposed in the axial direction to one axial end surface (the axial end surface of the tooth 12a) of the outer diameter side end of the one gear 11a. Note that the positions of the detection portions of the sensors 9a and 9b with respect to the circumferential direction of the one gear 11a are substantially the same, and the sensors 9a and 9b are arranged close to each other. This is because the sensors 9a and 9b are embedded and supported in a single synthetic resin holder (not shown) to form an integrated sensor unit, and the positioning accuracy and assembly workability of both sensors 9a and 9b are achieved. It is for making good. The synthetic resin holder has a different shape, but a synthetic resin holder 20 as shown in FIG.

  Output signals from both sensors 9a and 9b are input to a torque calculator (not shown). Then, based on the information regarding the phase difference existing between the output signals of both the sensors 9a and 9b, the torque calculator calculates the portion of the one gear 11a where the sensors 9a and 9b are installed. The amount of displacement in the axial direction is calculated. Further, based on the amount of displacement, the torque transmitted by the gear transmission device 13 is calculated. Hereinafter, a procedure for obtaining the displacement amount and the torque T will be described with reference to FIGS.

  A force in a direction as indicated by an arrow in FIG. 7 is applied to the meshing portion of the pair of gears 11a and 11b, each of which is a helical gear. That is, as is widely known in the field of gear transmission, based on the meshing of the teeth 12a and 12b of the gears 11a and 11b, the tangential direction of the meshing portion of the teeth 12a and 12b is tangential. A directional force Ft (Ft1, Ft2) is applied in a direction corresponding to the transmission direction of the torque T based on the pressing of the circumferential side surfaces of the two teeth 12a, 12b. Further, a radial force Fr (Fr1, Fr2) is applied in the direction of separating the rotation centers of the gears 11a, 11b based on the inclination of the circumferential side surfaces of the teeth 12a, 12b. Further, an axial force Fx (Fx1, Fx2) in the direction in which the two gears 11a, 11b are relatively displaced in the axial direction is inclined by the two teeth 12a, 12b with respect to the direction of the central axis of the two gears 11a, 11b ( Based on the presence of the twist angle), the torque T is applied in the direction corresponding to the transmission direction.

The magnitudes of the forces Ft, Fr, and Fx are proportional to the torque T transmitted between the gears 11a and 11b, as represented by the following equation.
Ft∝2000T / d --- (1)
Fr∝Ft · (tan α / cos β) (2)
Fx∝Ft · tanβ --- (3)
In these equations, T represents torque [N · m], d represents a reference circle diameter [mm], α represents a pressure angle [deg], and β represents a twist angle [deg]. The twist angle β is generally about 20 degrees, but in this example, it is set in a range of about 15 degrees to 30 degrees, for example.
The gears 11a and 11b are pushed in each direction based on the forces Ft, Fr, and Fx input from the meshing portion.
In the case of this example (not related to the case of the fourth to fifth examples of the embodiments described later), in the case of a spur gear, the twist angle β = 0, Since cos β = 1 and tan β = 0,
Fr∝Ft · tan α --- (4)
Fx = 0 --- (5)
It becomes.

  On the other hand, the gears 11a and 11b are fixed to the rotary shafts 10a and 10b, respectively. The rotary shafts 10a and 10b are rotated by a rolling bearing provided with a preload in the casing as described above. It is supported freely. When transmitting the torque T by the gear transmission device 13, the rolling bearings, and further, the end wall or the intermediate support wall of the casing in which the rolling bearings are installed are the force Ft, Elastically deforms based on Fr and Fx. And based on this elastic deformation, both the rotating shafts 10a and 10b and the both gears 11a and 11b supported and fixed to the rotating shafts 10a and 10b are displaced. The amount of displacement generated in this way increases as the forces Ft, Fr, and Fx increase according to the torque T, and decreases as the support rigidity of the gears 11a and 11b increases (the support rigidity is low). It gets bigger). In the case of this example, based on the phase difference between the output signals of the sensors 9a and 9b, the detection surfaces of which are close to and opposed to the teeth 12a of the one gear 11a, A displacement amount in the axial direction based on the axial force Fx is measured. Further, based on this displacement amount, a torque T transmitted by the gear transmission device 13 is calculated. This procedure will be described with reference to FIGS.

  In S (step) 1 shown in the flowchart of FIG. 8, when the gear transmission device 13 is transmitting the torque T, in S2, the teeth 12a and 12b of the both gears 11a and 11b are engaged with the meshing portion. The forces Ft, Fr, and Fx are applied. In the case of this example, based on the axial force Fx, the one gear 11a is slightly displaced in the axial direction (for example, about several tens of μm) in S3. Based on this minute displacement, the phase difference between the output signals of the sensors 9a and 9b changes. That is, of these two sensors 9a and 9b, the phase of the output signal of the sensor 9b in which the detector is opposed to the axial end face of the tooth 12a does not change based on the displacement. On the other hand, the phase of the output signal of the sensor 9a having the detection portion opposed to the outer peripheral surface (tip edge) of the tooth 12a changes based on the displacement due to the presence of the twist angle β of the tooth 12a. .

  For example, when the gear transmission device 13 does not transmit the torque T (initial state), the phase difference (initial phase difference) δ between the output signals of the sensors 9a and 9b is (A) and (B) in FIG. As shown by the upper broken line and the lower solid line, it is assumed that 1/2 of one cycle L (δ = L / 2). The initial phase difference δ (L / 2) is set in such a manner that a phase difference in a predetermined direction always exists regardless of the transmission direction of the torque T (in the process where the acting direction of the torque T is reversed). It is important to prevent the phase difference from becoming zero) and to easily determine the direction of action and the magnitude of the torque T based on this phase difference.

  When the gear 11a is displaced in the axial direction from the neutral state as described above, the detection surface of the sensor 9b (the portion where the detection portion of the sensor 9b faces the axial end surface of the tooth 12b) is Since the gear 11a does not move in the circumferential direction as in S4 of FIG. 8, the phase of the output signal of the sensor 9b does not change. On the other hand, the surface to be detected of the sensor 9a on the outer peripheral surface side (the portion where the detection portion of the sensor 9a faces the tip surface of the tooth 12b) is based on the presence of the twist angle β. 8, the phase of the output signal of the sensor 9a changes. For example, when the gear 11a rotates in the direction of arrow A in FIG. 6, when the gear 11a is displaced in the direction of arrow B in FIG. 6, the phase of the output signal of the sensor 9a on the outer peripheral surface advances, The phase difference from the sensor 9b on the axial end face side becomes as short as δ1 (0 <δ1 <L / 2) in FIG. In contrast, when the gear 11a is displaced in the direction of arrow C in the figure, the phase of the output signal of the sensor 9a on the outer peripheral surface side is delayed, and the phase difference between the sensor 9a and the sensor 9b on the axial end surface side is delayed. However, it becomes longer to about δ2 (L> δ2> L / 2) in FIG.

  In short, as in S6 of FIG. 8, the phase difference δ (δ1, δ2) existing between the output signals of the sensors 9a, 9b changes. Thus, the direction in which the phase difference δ (δ1, δ2) changes with respect to the initial phase difference {δ (L / 2)} is determined according to the transmission direction of the torque T, and the magnitude of the change is large. The length is determined according to the magnitude of the torque T. That is, when there is a phase difference of δ1 shown in FIG. 9A, the gear 11a has an axial direction corresponding to the phase difference of “δ−δ1” in the arrow B direction of FIG. The force Fx is added. On the other hand, when the phase difference of δ2 shown in FIG. 9B exists, the gear 11a matches the phase difference of the magnitude of “δ2-δ” in the direction of arrow C in FIG. An axial force Fx is applied.

  The absolute value of the magnitude of the phase difference δ (δ1, δ2) changes according to the rotational speed of the gear 11a. Therefore, from this absolute value, the torque T can be obtained only when this rotational speed is a known constant value, whereas the rotational speed of the gear 11a in the transmission 2 varies greatly. Therefore, in S7, in order to eliminate the influence of the rotational speed, the phase difference δ (δ1, δ2) is divided by the one cycle L, and the ratio of the phase difference to the one cycle L, that is, the phase difference ratio. δ (δ1, δ2) / L is obtained. In S8, the phase difference ratio δ (δ1, δ2) / L is multiplied by a predetermined constant (displacement conversion constant) (a product is obtained), and in S9, the displacement amount of the gear 11a in the axial direction is determined. Ask. The displacement conversion constant can be easily obtained mathematically based on the number of teeth 12a, the twist angle β, and the like.

  If the displacement amount in the axial direction of the gear 11a is obtained in this way, in S10, the displacement amount is multiplied by a constant (load conversion constant) indicating the relationship between the displacement amount and the axial force Fx. . As shown in S11, this load constant is obtained in advance by experiment or calculation as shown in S12 while taking into account the support rigidity of the gear 11a, and based on the displacement, the axial force Fx. Incorporated in the software for seeking. Then, the axial force Fx is calculated by calculation using this software as shown in S13. As described above, the axial force Fx and the torque T have a relationship represented by the equations (1) and (3), and therefore exist at the meshing portion as shown in S14. While correcting the influence of friction (friction loss) and the like, the torque T is obtained from the axial force Fx in S15 of FIG. 8 by software incorporating the equations (1) and (3). If the torque passing through the gear transmission device 13 is determined in this way, it exists between the rotary shaft 10a and the crankshaft 5 (see FIG. 2) to which the gear 11a as the detection plate is fixed. The output torque of the crankshaft 5 is calculated based on the gear ratio and friction loss of the gear transmission mechanism. Of these, the friction loss is negligible and can be ignored.

  As described above, according to the torque measuring device 4a incorporated in the drive system control device of this example, a single pair of sensors 9a and 9b are embedded and supported in a single holder in the casing of the transmission 2. The output torque of the crankshaft 5 can be obtained only by installing a sensor unit and a harness for taking out the output signals of both the sensors 9a and 9b. In other words, in addition to the sensor unit and the harness, the direction and magnitude of the torque transmitted by the gear transmission device 13 can be measured without installing a dedicated component for torque measurement in the gear transmission device 13 portion. It becomes. As a result, parts manufacture, parts management, and assembly work are all facilitated, and the cost increase associated with incorporating the physical quantity measuring device into the gear transmission device 13 constituting the transmission 2 can be suppressed to a low level. And it becomes easy to install in the limited space in the said casing, restraining installation space small.

  In the case where a plurality of sets of gear transmission devices are provided in the transmission 2, it is possible to increase the accuracy of torque measurement by installing the sensor unit in the gear transmission device at the subsequent stage (output side). It is advantageous. The reason for this is that in the case of a general automobile transmission, the torque to be transmitted increases and the amount of displacement of the gears increases in the latter stage. However, in this case, it is necessary to consider the friction loss. Of course, it is necessary to obtain the output torque of the crankshaft 5 in consideration of the change in the gear ratio.

  Further, when the torque T is obtained based on the phase difference ratio δ (δ1, δ2) / L existing between the output signals of the sensors 9a, 9b, the axial displacement amount of the gear 11a is always obtained. There is no need. For example, by installing software incorporating an expression representing the relationship between the phase difference ratio δ (δ1, δ2) / L and the torque T in the torque calculator, the phase difference ratio δ (δ1, δ2 ) / L, the torque T can be obtained directly. It should be noted that such an expression representing the relationship between the phase difference ratio δ (δ1, δ2) / L and the torque T is obtained by inputting the known torque to the gear transmission device 13 and outputting the outputs of the sensors 9a, 9b. It can be obtained by measuring the phase difference ratio δ (δ1, δ2) / L existing between the signals.

[Third example of embodiment]
FIG. 10 shows a third example of the embodiment of the invention corresponding to claims 1 to 4 and 6. In the case of the torque measuring device 4b incorporated in the drive system control device of this example, the detection part of one sensor 9a of the pair of sensors 9a and 9b is formed at the outer diameter side end of one gear 11a. The detection part of the other sensor 9b is opposed to the tooth 12b in the radial direction with respect to the tooth 12b formed at the outer diameter side end of the other gear 11b. In the case of this example, the detection portions of both the sensors 9a and 9b are separated by 90 degrees in the circumferential direction from the meshing portions of the teeth 12a and 12b on the outer peripheral surfaces of the gears 11a and 11b, respectively. It is made to oppose.

Such a structure of this example is configured by the gears 11a and 11b, which are helical gears, and the gears 11a and 11b are relatively displaced in the axial direction when torque is transmitted by the gear transmission device 13. This torque is obtained by utilizing the facts. That is, when torque is transmitted by the gear transmission device 13, the axial forces Fx (Fx1, Fx2) shown in FIG. 7 described above are opposite to each other according to the direction of torque transmission. Join the direction. As a result, the gears 11a and 11b are relatively displaced in the axial direction. And the phase difference which exists between the output signals of both said sensors 9a and 9b shift | deviates from the initial value in the direction according to the transmission direction of the said torque.
Therefore, the torque transmitted by the gear transmission device 13 is calculated by the arithmetic unit that processes the output signals of the sensors 9a and 9b based on the phase difference existing between the output signals of the sensors 9a and 9b. To do.

In the case of this example, when the phase of one sensor 9a is advanced (or delayed), the phase of the other sensor 9b is delayed (or advanced). Therefore, when it is assumed that the magnitude of the torque T transmitted by the gear transmission device 13 is the same, the phase difference δ between the sensors 9a and 9b is larger than that in the second example of the embodiment described above. Can be increased by a factor of two. Therefore, the gain for obtaining the torque T from the phase difference δ can be increased by about twice, and the measurement accuracy of the torque T can be improved.
The equation for obtaining the torque T from the amount of displacement obtained based on the phase difference δ (or the phase difference δ itself) is obtained in advance through experiments or the like, as in the second example of the embodiment described above. Keep it.
Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Fourth Example of Embodiment]
FIG. 11 shows a fourth example of an embodiment of the present invention corresponding to claims 1 to 4, 6, and 7. In the case of the torque measuring device 4c incorporated in the drive system control device of the present example, the pair of sensors 9a and 9b are arranged in a pair constituting the gear transmission device 13 as compared with the case of the third example of the embodiment described above. The gears 11a and 11b are arranged at positions close to the meshing portion between the teeth 12a and 12b. The sensors 9a and 9b are held by a single synthetic resin holder 20.
According to such a structure of this example, both the sensors 9a and 9b can be easily installed, and the positional relationship between the sensors 9a and 9b can be regulated with high accuracy. Further, the inclination of both gears 11a and 11b based on the axial force Fx acting on the meshing portion between the teeth 12a and 12b of the both gears 11a and 11b exists between the output signals of the sensors 9a and 9b. This contributes to increasing the phase difference δ. For this reason, the gain for obtaining the torque T transmitted by the gear transmission device 13 from the phase difference δ can be increased from the third example of the embodiment described above, and the measurement accuracy of the torque T can be improved. .
Since the configuration and operation of the other parts are the same as in the third example of the above-described embodiment, illustration and description regarding equivalent parts are omitted.

[Fifth Example of Embodiment]
FIG. 12 shows a fifth example of the embodiment of the invention corresponding to claims 1 to 4, 8 and 9. In the second to fourth examples of the embodiment described above, the gear transmission device is obtained by measuring the displacement of the gear based on the axial force Fx among the forces in the respective directions described with reference to FIG. The torque T transmitted by 13 is calculated. On the other hand, in the case of the torque measuring device 4d incorporated in the drive system control apparatus of this example, the relative displacement of the pair of gears 11a and 11b based on the tangential force Ft (Ft1, Ft2) is measured, thereby The torque T transmitted by the transmission device 13 is calculated. For this reason, in the case of this example, the detection part of the pair of sensors 9a, 9b is used as the meshing part between the teeth 12a, 12b of the gears 11a, 11b in the outer peripheral surfaces of the gears 11a, 11b. It is made to oppose the 180 degree opposite position on both sides.

  When the torque transmission is transmitted by the gear transmission device 13, the two gears 11a and 11b are tangential to the meshing portion based on the tangential force Ft (Ft1 and Ft2) and opposite to each other. It is displaced to. As a result, the phase of the output signal of one sensor 9a advances (or delays), and at the same time, the phase of the output signal of the other sensor 9b delays (or advances), and the output signals of both the sensors 9a and 9b are in between. The existing phase difference changes. Therefore, the transmission direction of the torque T is determined from the direction in which the phase difference changes, and the magnitude of the torque T is determined from the amount of change in the phase difference.

When the structure for obtaining the torque T based on the tangential force Ft (Ft1, Ft2) is implemented as in this example, the both gears 11a and 11b are not limited to helical gears. Spur gears may be used. When both the gears 11a and 11b are helical gears, the displacement based on the tangential force Ft (Ft1, Ft2) and the displacement due to the axial force Fx (Fx1, Fx2) are combined. Based on this, the torque T is obtained. In the case of a spur gear, the torque T is obtained based only on the displacement by the tangential force Ft (Ft1, Ft2).
In any case, with respect to the equation for obtaining the torque T from the displacement amount obtained based on the phase difference (or the phase difference itself), as in the case of the first example of the above-described embodiment, an experiment is performed in advance. Etc.
Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Sixth Example of Embodiment]
FIG. 13 shows a sixth example of an embodiment of the present invention corresponding to claims 1 to 4, 8 and 10. Similar to the fifth example of the above-described embodiment, the torque measuring device 4e incorporated in the drive system control device of this example calculates the relative displacement of the pair of gears 11a and 11b based on the tangential force Ft (Ft1, Ft2). By measuring, the torque T transmitted by the gear transmission 13 is calculated.
However, in the case of this example, the detection part of the pair of sensors 9a and 9b is the engagement part between the teeth 12a and 12b of the two gears 11a and 11b in the outer peripheral surfaces of the two gears 11a and 11b. This position is not a position opposed to the opposite side position by 180 degrees, but from this position, the pressure angle of the gears 11a and 11b (the radial line of the gear and the tooth at one point on the reference circle of the tooth surface of each gear) The two gears 11a and 11b are opposed to each other at positions further moved in the circumferential direction by an angle formed by the tangent to the surface. The pressure angle is set to a predetermined value within a range of 14.5 degrees to 22.5 degrees, but is usually 20 degrees.

More specifically, as shown in FIG. 13, the reference at the meshing portion of the two gears 11a and 11b from a position 180 degrees opposite to the meshing portion of the teeth 12a and 12b of the two gears 11a and 11b. Sensors 9a and 9b are arranged at positions which are perpendicular to a straight line α parallel to the normal line of the tooth surface on the circle and are shifted to β and γ on the lines passing through the rotation centers of both gears 11a and 11b. When the gear 11a pushes the gear 11b, the pushing force acts in a direction on a straight line (common normal) α parallel to the normal of the tooth surfaces at the contact portion between the tooth surfaces of both teeth. . For this reason, the relative displacement amount of both the gears 11a and 11b is larger in the direction of the straight line α than the tangential direction of the meshing portion between the teeth 12a and 12b of the both gears 11a and 11b. Therefore, by shifting the installation positions of the sensors 9a and 9b by the pressure angle from the position opposite to 180 degrees across the meshing portions of the teeth 12a and 12b of the gears 11a and 11b, both the gears 11a and 11 It is possible to detect the maximum value of the relative displacement amount 11b. The detection accuracy of the displacement amount in the tangential direction of the two gears 11a and 11b can be substantially improved by increasing the detection gain.
Since the configuration and operation of the other parts are the same as in the fifth example of the above-described embodiment, illustration and description relating to equivalent parts are omitted.

[Seventh example of embodiment]
FIG. 14 shows a seventh example of the embodiment of the invention corresponding to claims 1-4, 8, and 11. In the case of the torque measuring device 4f incorporated in the drive system control device of this example, a pair of gears 11a, 11b based on the radial force Fr (Fr1, Fr2) among the forces in the respective directions described with reference to FIG. By measuring the displacement, the torque T transmitted by the gear transmission 13 is calculated. Therefore, in the case of this example, two pairs of sensors 9a to 9d are provided, and the detection portions of these sensors 9a to 9d are arranged on the outer peripheral surfaces of the pair of gears 11a and 11b constituting the gear transmission device 13. The gears 11a and 11b are opposed to each other in pairs. The positions where the detection portions of the sensors 9a to 9d are opposed to each other are portions shifted by 90 degrees in the circumferential direction from the meshing portions of the gears 11a and 11b. That is, the detection portions of the pair of sensors 9a and 9b are opposed to two positions on the tangential opposite side of the meshing portion in the outer peripheral surface of one gear 11a. On the other hand, the detection part of another pair of sensors 9c and 9d is opposed to two positions on the tangential opposite side of the meshing part in the outer peripheral surface of the other gear 11b.

In the case of this example, the displacement T in the direction in which the two gears 11a and 11b are separated from each other is obtained based on the radial force Fr (Fr1, Fr2) generated at the meshing portion, and the torque T is calculated. ing. First, the amount of displacement of the one gear 11a is obtained from the amount of change in phase difference existing between the output signals of the pair of sensors 9a, 9b. That is, when the one gear 11a is displaced in the away direction, the phase of the output signal of one sensor 9a (or 9b) of the two sensors 9a and 9b advances, and the output of the other sensor 9b (or 9a). The signal phase is delayed. And based on the change of the phase difference which exists between the output signals of both these sensors 9a and 9b, the displacement amount of said one gearwheel 11a is calculated | required. Similarly, the amount of displacement of the other gear 11b is also determined based on the amount of change in the phase difference existing between the output signals of the other pair of sensors 9c, 9d. Then, the torque T is calculated from the total amount of displacement of the gears 11a and 11b, that is, the amount by which the rotational centers of the gears 11a and 11b are separated from each other during torque transmission. The formula for obtaining the torque T from this displacement amount is also obtained in advance by experiments or the like.
Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Eighth Example of Embodiment]
FIG. 15 shows an eighth example of the embodiment of the present invention corresponding to claims 1 to 4 and 12. In the case of the torque measuring device 4g incorporated in the drive system control device of this example, the pair of gears 11a and 11b constituting the gear transmission device 13 are helical gears. In particular, in the case of this example, a pair of spur gears 14a and 14b is provided in a state adjacent to both the gears 11a and 11b, respectively. The number of teeth of one gear 11a is the same as the number of teeth of one spur gear 14a, and the number of teeth of the other gear 11b is the same as the number of teeth of the other spur gear 14b. In addition, two pairs of sensors 9a to 9d are provided, and the detection portions of one pair of sensors 9a and 9b are opposed to the outer peripheral surface of one gear 11a and the outer peripheral surface of one spur gear 14a, respectively. . On the other hand, the detection parts of the sensors 9c and 9d which are another pair are opposed to the outer peripheral surface of the other gear 11b and the outer peripheral surface of the other spur gear 14b, respectively. In the case of this example, the sensors 9b and 9d in which the respective detection portions are opposed to the outer peripheral surfaces of the spur gears 14a and 14b are the first example of the above-described embodiment, and the detection portions are opposed to the axial end surfaces of the teeth 12a. It has the role of the sensor 9b.

Such a structure of this example is a helical gear, and is adjacent to a pair of gears 11a and 11b meshed with each other, and has the same number of teeth as those gears 11a and 11b, respectively (or This is effective when spur gears 14a and 14b are provided. A displacement amount in the axial direction of the gear 11a (or 11b) is obtained according to a change in phase difference existing between output signals of the pair of sensors 9a, 9b (or 9c, 9d), and the displacement amount is calculated from the displacement amount. The procedure for calculating the torque T transmitted by the gear transmission device 13 is the same as in the second example of the above-described embodiment. Accordingly, it is sufficient to provide this torque T only for one set 9a, 9b (or 9c, 9d) of the sensors 9a-9d. In this case, only one spur gear 14a (or 14b) is required. It only has to exist.
Since the configuration and operation of other parts are the same as those of the first example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted.

[Ninth Embodiment]
16 to 17 show a ninth example of the embodiment of the invention corresponding to claims 1 to 4 and 13. In the case of the torque measuring instrument 4h incorporated in the drive system control device of this example, the teeth of the teeth provided at the outer diameter side end of one or both gears of the pair of gears facing the detection part of the sensor 9a. It is characterized in that the sensor detection concave grooves 15 are provided in part of the front surface. In this example, the sensor needs to be positioned in accordance with the installation position of the sensor detection concave grooves 15 and 15, and has the following advantages.

  In the example shown in FIGS. 16 (A) and 16 (B), the sensor detecting concave grooves 15 and 15 are formed on the tooth tip surfaces of the teeth 12c of the spur gear 14c. In the case of a spur gear, depending on the meshing of itself, the gears do not relatively displace in the axial direction, but as the rotating shaft moves in the axial direction due to the meshing of adjacent helical gears, The spur gear may be displaced in the axial direction. Since the teeth of the spur gear itself do not have a twist angle, even if an axial force Fx (Fx1, Fx2) is applied to the spur gear 14c, the phase of the output signal of the sensor 9a changes based on the axial displacement. There is no. However, in this example, the sensor detecting concave groove 15 is provided in a state where the inclination angle is freely set. Accordingly, it is possible to detect the axial displacement of the spur gear 14c based on the inclination of the sensor detecting groove 15. Such a configuration is suitable when there is no space for the sensors to face each other around the adjacent helical gears themselves.

In the example shown in FIGS. 17A and 17B, a sensor detecting concave groove 15a or 15b is formed on each tooth tip surface of the tooth 12d of the gear 11c which is a helical gear. Yes. As is apparent from the drawings, the inclination angles of the sensor detection concave grooves 15a and 15b can be arbitrarily set, and the inclination directions can also be arbitrary. In these examples, regardless of the inclination of the tooth 12d itself of the gear 11c, the concave grooves 15a and 15b for detecting the sensor having an appropriate inclination according to the displacement to be measured are separately provided, thereby reducing the inclination of the tooth 12d itself. Without being limited, the displacement of the gear 11c can be measured. Therefore, the detection gain can be increased without depending on the helical angle of the helical gear set to be suitable for power transmission. Further, even when the design accuracy of the tooth 12d itself of the gear 11c is not sufficient or the shape accuracy is deteriorated due to aging, the accuracy of the shape of the concave grooves 15a and 15b is not dependent on the tooth accuracy. Therefore, it is possible to detect displacement with higher accuracy.
Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted. In addition, this example can be implemented not only in the second example of the embodiment but also in combination with the third to eighth examples.

[Tenth example of embodiment]
FIG. 18 shows a tenth example of an embodiment of the present invention corresponding to claims 1 to 4 and 14. In the case of the torque measuring device 4i incorporated in the drive system control apparatus of this example, one or both of the gears, each of which is a helical gear, are opposed to one or both of the pair of gears facing the detectors. An elastic force that presses the rotating shaft in the axial direction with a predetermined force is applied to the rotating shaft fitted and fixed.

  In the example shown in FIG. 18, a rolling bearing 18 that is externally fitted and fixed to an end of a rotating shaft 10 a to which a gear 11 a that is a helical gear is fixed, and rotatably supports the rotating shaft 10 a on a casing 17. A disc spring 19 that is an elastic member is provided between the casing 17 and the casing 17 so as to give an elastic force to the rotating shaft 10a in the axial direction. For this reason, the outer ring of the rolling bearing 18 is supported in a part of the casing 17 so as to be movable in the axial direction.

By providing an elastic member such as a disc spring 19 in this way, axial elasticity is applied to the rotating shaft 10a and the gear 11a fixed to the rotating shaft 10a regardless of the action of the torque T. When an axial force Fx (Fx1, Fx2) corresponding to the torque T is applied to the gear 11a, the sum of the axial force Fx (Fx1, Fx2) and the axial elasticity of the disc spring 19 is summed. Alternatively, the difference acts on the gear 11a. In this way, in this example, the axial rigidity of the rotary shaft 10a that supports the gear 11a by the disc spring 19 is stabilized, and the relationship between the axial displacement of the rotary shaft 10a and the torque T is stabilized. This makes it possible to achieve more stable torque detection.
Since the configuration and operation of the other parts are the same as in the second example of the above-described embodiment, illustration and description regarding the equivalent parts are omitted. In addition, this example can be implemented not only in the second example of the embodiment but also in combination with the third to ninth examples.

  The drive system control device of the present invention can be used not only for adjusting the fuel supply amount to the automobile engine and the transmission gear ratio as shown in the figure, but also for performing various controls by obtaining the output torque of the engine. .

1 Engine 2 Transmission
3 Engine controller 4, 4a to 4i Torque measuring device 5 Crankshaft 6 Drive wheel 7 Accelerator pedals 8a, 8b Encoders 9a, 9b, 9c, 9d Sensors 10a, 10b Fixed shafts 11a, 11b, 11c Gears 12a, 12b, 12c, 12d tooth 13 gear transmission devices 14a, 14b, 14c, 14d spur gears 15, 15a, 15b concave groove 16 spur gear 17 casing 18 rolling bearing 19 disc spring 20 synthetic resin holder

Claims (15)

  The engine that rotates the crankshaft based on the fuel supply into the cylinder, the transmission that inputs the rotation of the crankshaft, changes the speed of the rotation, and outputs it, and the accelerator operation performed by the driver An engine controller for adjusting a fuel supply amount into the cylinder of the engine based on a signal representing a related state quantity; and an engine torque measuring means for obtaining a torque input from the crankshaft to the transmission. The engine torque measuring means is an external shaft which is supported and fixed concentrically with the detected rotation shaft on a part of the detected rotation shaft, which is the rotation shaft rotating at a torque proportional to the crankshaft or the crankshaft. In the state supported by the fixed part and the disk-shaped detection plate, in which the characteristics of the radial side end are changed alternately and at equal intervals in the circumferential direction A drive system control device comprising: a sensor having a detection unit opposed to an outer diameter side end of the plate to be detected; and a torque calculator for calculating the torque of the crankshaft based on an output signal of the sensor .   The drive type control device according to claim 1, wherein the engine controller adjusts the fuel supply amount based on a torque value calculated by the torque calculator.   The transmission is an automatic transmission, and includes a transmission controller that adjusts a gear ratio of the automatic transmission based on a signal that represents a state quantity related to the operation of the accelerator. 3. The drive system control device according to claim 1, wherein the speed ratio is adjusted based on a torque value calculated by the torque calculator. 4. The detected plate is a gear constituting a gear transmission in the transmission;
This gear transmission device is fixed to a pair of rotating shafts and a part of each of these rotating shafts, and the teeth formed on the respective outer diameter side end portions are engaged with each other, whereby these rotating shafts are connected to each other. And a pair of gears that enable transmission of torque between the two,
A pair of the sensors are provided, and both the sensors are configured so that their detection portions are opposed to teeth provided on the outer diameter side end portion of at least one gear of the pair of gears. The output signal is changed with the rotation of the gear,
The torque calculator includes a phase difference that exists between the output signals of the two sensors, and a gear ratio of a gear transmission mechanism that exists between the rotating shaft that fixes the gear that is the detection plate and the crankshaft. The drive system control device according to claim 1, wherein the torque of the crankshaft is calculated based on the friction loss.   The pair of gears are helical gears, and the detection part of one of the pair of sensors is formed on a tooth formed on an outer diameter side end of one of the pair of gears. On the other hand, in the radial direction, the detection part of the other sensor is opposed to the tooth formed at the outer diameter side end of the one gear in the axial direction, and the torque calculator The drive system controller according to claim 4, wherein the torque of the crankshaft is calculated based on a change in a phase difference existing between output signals.   The pair of gears are helical gears, and the sensor of the sensor of one of the pair of sensors is the other sensor with respect to the teeth formed at the outer diameter side end of one of the gears. And the torque calculator is generated in accordance with the relative displacement in the axial direction of the two gears. The drive system control device according to claim 4, wherein the torque of the crankshaft is calculated based on a change in phase difference existing between output signals of the two sensors.   The pair of sensors is arranged at a position closer to the meshing portion than a position of 90 degrees in the circumferential direction from the meshing portion of the pair of gears, and both the sensors are held in a single holder. The drive system control apparatus according to claim 6.   Each of the pair of sensors is opposed to a tooth formed on the outer diameter side end of each of the pair of gears in the radial direction, and the torque calculator is configured to have a central axis of the two gears. The drive system control device according to claim 4, wherein the torque of the crankshaft is calculated based on a change in phase difference existing between output signals of the two sensors, which is generated in accordance with a relative position change between the sensors.   The detection portions of the pair of sensors are present at positions opposite to each other by 180 degrees across the meshing portion of the pair of gears, and the rotation centers of these gears are tangential to the meshing portion. The drive system control device according to claim 8, wherein the phase difference between the output signals is changed in accordance with relative displacement.   The detection portions of the pair of sensors are present at positions that are respectively moved in the circumferential direction by a pressure angle of both gears from a position 180 degrees opposite to the meshing portion of the pair of gears. The both sensors change a phase difference between the output signals of each other as the rotational centers of the gears are relatively displaced in a direction inclined by the pressure angle from a tangential direction of the meshing portion. Drive system control device described in 1.   The detection part of the pair of sensors faces the outer peripheral surface of one gear of the pair of gears, and the position where the detection parts of both sensors face the one gear Each of the pair of sensors is a portion that is shifted by 90 degrees in the circumferential direction from the meshing portion between the gears. The drive system control device according to claim 4, wherein a phase difference between the two is changed.   The pair of gears is a helical gear, and the detection part of one of the pair of sensors is connected to a tooth formed on the outer diameter side end of one of the two gears. Opposite to the radial direction, the detection part of the other sensor faces the teeth formed on the outer diameter side end of the spur gear fixed to the same rotating shaft as this one gear adjacent to this one gear. 5. The drive system control device according to claim 4, wherein the torque calculator calculates the torque of the crankshaft based on a phase difference existing between output signals of the pair of sensors.   Of at least one gear of the pair of gears, tooth tips of each tooth provided at the outer diameter side end portion of the gear facing the detection portion of at least one sensor of the pair of sensors A concave groove that is inclined with respect to the axial direction of the gear is provided in a part of the surface, and the detection part of the at least one sensor is opposed to a part of the teeth that forms the concave grooves. The drive system control device according to claim 4.   The elastic force which presses this rotating shaft with a predetermined force in the direction of an axis is given to the rotating shaft which carried out external fixation of the gear which functions as the above-mentioned detection gear among the pair of gears, The drive system control device according to any one of 12 and 13.   A pair of encoders, each of which is the plate to be detected, are fixed to both ends of the crankshaft, and the detection portions of the sensors are opposed to the detection surfaces provided on the outer diameter side ends of both encoders. The drive system control according to any one of claims 1 to 3, wherein the torque calculator obtains the torque of the crankshaft based on a phase difference between the output signals of both sensors. apparatus.

Images