JP2017106496A - Controller of power train with centrifugal pendulum damper - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller of a power train with a centrifugal pendulum damper capable of avoiding reduction in reliability due to high speed rotation of a centrifugal pendulum damper.SOLUTION: A controller of a power train 10 with a centrifugal pendulum damper is configured such that an input shaft 3b and a centrifugal pendulum damper 13 communicating with each other through a clutch mechanism 14, and includes an abnormality determination unit configured to determine whether the clutch mechanism 14 is in an abnormal state where it is impossible to lower fastening degree, and a damper rotation suppression unit configured to suppress a rotational frequency of the centrifugal pendulum damper 13 so as to be equal to or less than a predetermined allowable upper rotational frequency in a case where the abnormality determination unit determines that the clutch mechanism 14 is in the abnormal state.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power train control device for a vehicle or the like, and more particularly to a power train control device having a centrifugal pendulum damper.

  Conventionally, in a vehicle equipped with a power train that constitutes a power transmission path from the engine to the drive wheels via the automatic transmission, in order to improve the fuel efficiency of the engine, the engine can be reduced in cylinder operation, HCCI combustion, and torque It is known to apply a technology such as a torque converter-less automatic transmission that eliminates the converter.

  However, engines that use reduced-cylinder operation or HCCI combustion do not like large fluctuations in output torque, and when the automatic transmission is torqueless, the torque fluctuations in the engine are not attenuated and Therefore, in a vehicle to which these techniques are applied, torque fluctuation transmitted to the power transmission system on the output side of the automatic transmission becomes large. In particular, if the torsional vibration resulting from the torque fluctuation is amplified by the resonance of the power transmission system, it may cause vibration and noise in each part of the vehicle. Hereinafter, for convenience of explanation, the term “automatic transmission” includes not only a stepped automatic transmission provided with a transmission mechanism that switches the transmission ratio in stages, but also a transmission mechanism that continuously changes the transmission ratio. In the following description, it is assumed that a continuously variable automatic transmission (CVT) is included. Further, it is assumed that the speed change mechanism constituting the automatic transmission does not include a torque converter or a torsional damper mechanism.

  For example, as described in Patent Document 1, a technique for contacting a centrifugal transmission pendulum with a power transmission shaft is known. The centrifugal pendulum damper includes a support member that rotates together with a power transmission shaft, and a pendulum that is a mass body supported by the support member so as to be swingable about a point on a circumference of a predetermined radius from the axis. Prepare. If the pendulum swings due to torque fluctuation, a circumferential component force is generated in the support member that receives the centrifugal force acting on the pendulum, and this component force acts as a counter torque that suppresses torque fluctuation of the support member or the power transmission shaft. .

  Here, in a low engine speed range such as when starting, the centrifugal pendulum damper connected to the power transmission shaft also rotates at a low speed, and the centrifugal force acting on the pendulum becomes small. The operation becomes unstable, and abnormal noise may occur due to contact with peripheral members. In order to suppress the generation of this abnormal noise, in the invention of Patent Document 1, there is a connection / disconnection mechanism between the power transmission shaft and the centrifugal pendulum damper that cuts off power transmission to the centrifugal pendulum damper in the low engine rotation range. Is provided. Hereinafter, the connection / disconnection mechanism in this case is a friction engagement type clutch that transmits power by friction force, and even if there is a difference in rotational speed between the input shaft and the output shaft, the degree of engagement is controlled by control of hydraulic pressure, current, etc. Torque can be transmitted smoothly by shifting from the released state to the slipped state or the fastened state while adjusting. In this case, “fastening” and “release” mean connection and disconnection of the connection / disconnection mechanism in general, and “slip” means incomplete connection in which the connection / disconnection mechanism is slipping.

JP 2014-228209 A

  However, as in the prior art described in Patent Document 1, a connection / disconnection mechanism is provided between the power transmission shaft and the centrifugal pendulum damper, and this is maintained in a connected state even in a high engine speed range in order to suppress torque fluctuation. In such a case, the rotational speed of the centrifugal pendulum damper connected via the connection / disconnection mechanism also increases, and the reliability may be deteriorated by over-rotation.

  The present invention has been made in view of the above-described situation regarding a power transmission device with a centrifugal pendulum damper, and an object thereof is to avoid a decrease in reliability due to high-speed rotation of the centrifugal pendulum damper.

  In order to solve the above-described problems, a control device for a power train with a centrifugal pendulum damper according to the present invention is configured as follows.

First, the invention according to claim 1 of the present application is
A powertrain control device with a centrifugal pendulum damper in which a power transmission shaft and a centrifugal pendulum damper are connected via a connection / disconnection mechanism,
An abnormality determining means for determining whether or not the connection / disconnection mechanism is in an abnormal state in which the degree of engagement cannot be lowered;
Damper rotation suppression means for controlling the rotational speed of the centrifugal pendulum damper to be equal to or lower than a predetermined allowable upper limit rotational speed when the abnormality determining means determines that the connection / disconnection mechanism is in an abnormal state. It is characterized by that.

The invention according to claim 2 is a control device for a powertrain with a centrifugal pendulum damper according to claim 1,
The power transmission shaft performs power transmission between a power source and an automatic transmission,
The damper rotation suppressing means performs at least one of an upshift of the transmission mechanism and a torque cut of the power source.

The invention according to claim 3 is the control apparatus for a power train with a centrifugal pendulum damper according to claim 1,
The power transmission shaft performs power transmission between a power source and an automatic transmission,
The damper rotation suppressing means cuts the torque of the power source when the centrifugal pendulum damper does not fall below the allowable upper limit rotation speed due to an upshift of the transmission mechanism.

The invention according to claim 4 is the control device for a power train with a centrifugal pendulum damper according to any one of claims 1 to 3,
The damper rotation suppressing means is executed when the centrifugal pendulum damper reaches the allowable upper limit rotation speed.

  In the above configuration, the transmission rate of the torque transmitted from the power transmission shaft to the centrifugal pendulum damper changes according to the fastening degree of the connection / disconnection mechanism, so that the rotation difference between the rotational speed of the centrifugal pendulum damper and the rotational speed of the power transmission shaft is changed. Change. Therefore, the rotational speed of the centrifugal pendulum damper can be controlled by controlling the degree of engagement of the connection / disconnection mechanism.

  Therefore, according to the first aspect of the present invention, it is determined whether or not the connection / disconnection mechanism is in an abnormal state in which the degree of fastening cannot be lowered by the abnormality determination means, and the connection / disconnection mechanism is abnormal by the abnormality determination means. When it is determined that the state is in a state, the rotation speed of the centrifugal pendulum damper is controlled by the damper rotation suppressing means so that it is not more than a predetermined allowable upper limit rotation speed. By setting the number of revolutions to such a level that the performance of the centrifugal pendulum damper cannot be lowered, the reliability of the centrifugal pendulum damper due to the high-speed rotation can be avoided even when the connection / disconnection mechanism enters an abnormal state where the degree of fastening cannot be lowered. Can do.

  According to the second aspect of the present invention, since the damper rotation suppression means performs at least one of the upshift of the transmission mechanism and the torque cut of the power source, the power source or power transmission is performed by the upshift of the transmission mechanism. The output torque transmitted from the power source to the power transmission shaft is reduced by reducing the rotational speed of the shaft or by the torque cut of the power source. As a result, the rotational speed of the centrifugal pendulum damper is less than the allowable upper limit rotational speed. Can be reduced.

  According to the third aspect of the present invention, when the centrifugal pendulum damper does not fall below the allowable upper limit rotational speed due to the upshift of the transmission mechanism, the damper rotation suppression means cuts the torque of the power source. Even when the centrifugal pendulum damper does not fall below the allowable upper limit rotational speed only by upshifting, it is possible to more reliably avoid a decrease in reliability due to the high-speed rotation of the centrifugal pendulum damper.

  According to the fourth aspect of the present invention, since the damper rotation suppression means is executed when the centrifugal pendulum damper reaches the allowable upper limit rotation speed, the rotation speed of the centrifugal pendulum damper is less than the allowable upper limit rotation speed. When there is no possibility that the reliability will be lowered, it is possible to reduce the frequency of unnecessary upshifting of the speed change mechanism, torque cutting of the power source, and the like.

It is a skeleton diagram showing a power train with a centrifugal pendulum damper according to an embodiment of the present invention. FIG. 2 is a control system diagram of the power train. It is a control map which connects / disconnects the clutch mechanism of the power train. It is a flowchart which shows the control method of the said power train.

  Hereinafter, embodiments of the present invention will be described.

  FIG. 1 is a skeleton diagram showing a configuration of a power train 10 with a centrifugal pendulum damper (hereinafter simply referred to as “power train 10”) according to an embodiment of the present invention. As shown in FIG. 1, the power train 10 includes an engine 1, a transmission mechanism 3a of an automatic transmission 3 that transmits the driving force of the engine 1 to driving wheels 2, an output shaft 1a of the engine 1, and a transmission mechanism 3a. A torsional damper mechanism 4 that communicates with the input shaft 3b, and a centrifugal pendulum damper mechanism 5 that communicates with the input shaft 3b of the transmission mechanism 3a.

  The automatic transmission 3 is a stepped transmission that includes a speed change mechanism 3a that switches a speed ratio stepwise by selectively fastening a plurality of frictional engagement elements. The automatic transmission 3 may be a continuously variable automatic transmission (CVT) provided with a speed change mechanism that continuously changes the speed ratio. A torque converter may be provided instead of the torsional damper mechanism 4.

  The torsional damper mechanism 4 includes a first spring member 4a and a second spring member 4b arranged in parallel with each other, and these are arranged in series between the output shaft 1a and the input shaft 3b. Thereby, rotation of the output shaft 1a is transmitted to the input shaft 3b side via the spring members 4a and 4b. The “input shaft 3b” in this embodiment corresponds to the “power transmission shaft” in claim 1.

  The centrifugal pendulum damper mechanism 5 includes a planetary gear set 12, which is a speed increasing mechanism for increasing the rotation of the input shaft 3b, a centrifugal pendulum damper 13 communicated with the input shaft 3b via the planetary gear set 12, and an input shaft. And a clutch mechanism 14 which is a connection / disconnection mechanism capable of connecting / disconnecting power transmission from 3b to the planetary gear set 12. The clutch mechanism 14 may be provided between the planetary gear set 12 and the centrifugal pendulum damper 13.

  The planetary gear set 12 is a single pinion type, and has a sun gear 21, a ring gear 23, and a pinion carrier 24 (hereinafter simply referred to as "carrier 24") that supports a pinion 22 meshing with the sun gear 21 and the ring gear 23 as rotating elements. And).

  The planetary gear set 12 is connected to the carrier 24 via the clutch mechanism 14 and the sun gear 21 is connected to the centrifugal pendulum damper 13. Further, the rotation of the ring gear 23 is stopped by being connected to the transmission case 3d.

  The centrifugal pendulum damper 13 is a support member connected to the sun gear 21 of the planetary gear set 12 and a mass body supported by the support member so as to be swingable about a point on a circumference of a predetermined radius from the axis. A pendulum. When the pendulum swings due to torque fluctuation, the centrifugal pendulum damper 13 generates circumferential component force on the support member that receives centrifugal force acting on the pendulum, and this component force counteracts torque that suppresses torque variation of the support member. As a result, the torsional vibration of the input shaft 3b can be absorbed.

  The clutch mechanism 14 includes a plurality of friction plates that can be fastened to each other and a hydraulic actuator that fastens the friction plates by pressing the friction plates, and the degree of fastening changes by controlling the hydraulic pressure supplied to the actuator. That is, it is configured to switch to a fastening, releasing or slipping state.

  Here, the operation of the power train 10 will be described.

  First, when the engine 1 is operated, the power is transmitted to the torsion damper mechanism 4, and at this time, the torque fluctuation of the engine 1 is absorbed to some extent by the torsion damper mechanism 4. Part of the power transmitted to the torsional damper mechanism 4 is further transmitted from the input shaft 3b of the speed change mechanism 3a to the centrifugal pendulum damper mechanism 5. When the clutch mechanism 14 of the centrifugal pendulum damper mechanism 5 is engaged, power is transmitted from the input shaft 3b to the planetary gear set 12 via the clutch mechanism 14. At this time, since the rotation of the ring gear 23 of the planetary gear set 12 is stopped by the transmission case 3d, the sun gear 21 rotates with the rotation of the carrier 24 connected to the input shaft 3b. The rotation of the sun gear 21 is increased according to the gear ratio between the sun gear 21 and the ring gear 23 with respect to the rotation of the carrier 24. The centrifugal pendulum damper 13 is driven at the increased speed of the sun gear 21. At this time, torque fluctuations that could not be absorbed by the torsional damper mechanism 4 are absorbed by the centrifugal pendulum damper 13.

  The power train 10 according to the present embodiment includes an engine speed sensor 101 that detects the speed of the output shaft 1a of the engine 1 and a speed change mechanism input shaft speed that detects the speed of the input shaft 3b of the speed change mechanism 3a. Sensor 102 (hereinafter simply referred to as “input shaft rotational speed sensor 102”), vehicle speed sensor 103 for detecting the rotational speed of output shaft 3c of transmission mechanism 3a, and pendulum rotation for detecting the rotational speed of centrifugal pendulum damper 13 A number sensor 104 is provided. As these rotational speed sensors 101-104, magnetic sensors, such as a pick-up coil type, a Hall element type, a magnetoresistive element type, can be used, for example. The pendulum rotation speed sensor 104 in the present embodiment detects the rotation speed of the rotation element on the planetary gear set 12 side of the clutch mechanism 14 connected to the centrifugal pendulum damper 13 via the planetary gear set 12, and the rotation speed is detected. Based on the above, the rotational speed of the centrifugal pendulum damper 13 is indirectly detected in consideration of the speed increase by the planetary gear set 12, but even a sensor that directly detects the rotational speed of the centrifugal pendulum damper 13 is used. Good. Further, since the engine speed and the input speed of the speed change mechanism are substantially the same, either the engine speed sensor 101 or the input shaft speed sensor 102 can be omitted.

  Further, the power train 10 configured as described above includes a control unit 100 that comprehensively controls components related to the power train 10, such as the engine 1, the automatic transmission 3, and the clutch mechanism 14 of the centrifugal pendulum damper mechanism 5. (Not shown in FIG. 1) is provided. The control unit 100 includes a microcomputer as a main part.

  Next, the control system for the power train configured by the control unit 100 will be described with reference to FIG.

  FIG. 2 is a control system diagram of the powertrain 10. As shown in FIG. 2, the control unit 100 includes an engine speed sensor 101, an input shaft speed sensor 102, a vehicle speed sensor 103, a pendulum speed sensor 104, an accelerator position sensor 105 that detects the accelerator position, and a shift lever. A signal from the range sensor 106 for detecting the operation position is input. Note that a hydraulic pressure sensor 107 that detects the control hydraulic pressure supplied to the clutch mechanism 14 may be provided as an alternative or in addition to the pendulum rotation speed sensor 104.

  Further, the control unit 100 changes the gear ratio to the automatic transmission 3 based on the engine control unit 110 that outputs a control signal to the engine 1 based on the input signals from the above-described various sensors and the like and the shift command. A shift control unit 120 that outputs a control signal and a connection / disconnection control unit 130 that outputs a control signal for controlling the degree of engagement to the clutch mechanism 14 based on a connection / disconnection command are provided.

  Further, the control unit 100 includes a torque cut unit 115 that cuts the torque of the engine 1 when the clutch mechanism 14 is determined to be abnormal, and a transmission control unit 120 that is used when the clutch mechanism 14 is determined to be abnormal. An upshift unit 125 that upshifts the speed change mechanism 3a and an abnormality determination unit that determines whether or not the clutch mechanism 14 is in an abnormal state in which the degree of engagement cannot be lowered. 135 is provided.

  The engine control unit 110 can perform fuel injection control and ignition control of the engine 1. The engine control unit 110 may also perform cylinder number control and the like.

  The speed change control unit 120 performs speed change control for changing the speed (speed ratio) of the speed change mechanism 3a based on input signals from the vehicle speed sensor 103, the accelerator opening sensor 105, the range sensor 106, and the like. That is, the shift control unit 120 outputs a shift command for changing from the current vehicle speed and the accelerator opening to a desired shift stage determined according to a shift map (not shown), and based on the shift command, the shift mechanism 3a performs a desired shift. Control to change to the stage.

  The abnormality determination unit 135 determines the differential rotation of the clutch mechanism 14 based on output signals from the engine rotation speed sensor 101 and the transmission mechanism input shaft rotation speed sensor 102, and based on the determined differential rotation, the clutch mechanism 14 It is determined whether or not the disconnection control unit 130 is in an abnormal state that cannot be controlled so as to reduce the degree of fastening. For example, in the case where the differential rotation of the clutch mechanism 14 does not increase even though a control command is issued by the connection / disconnection control unit 130 to lower the degree of engagement, the clutch mechanism 14 is in an abnormal state. It can be determined that there is. Note that the abnormality determination of the clutch mechanism 14 may be performed based on an output signal from the hydraulic pressure sensor 107.

  When the abnormality determining unit 135 determines that the clutch mechanism 14 is abnormal, the upshift unit 125 automatically switches the speed change mechanism 3a from the current speed to, for example, one speed higher. The automatic transmission 3 is not limited to a stepped automatic transmission that switches the gear ratio stepwise, but is a continuously variable transmission (CVT) that can change the gear ratio steplessly. A plurality of shift speeds may be preset for the mode.

  The torque cut unit 115 determines that the clutch mechanism 14 is abnormal by the abnormality determination unit 135, and when the upshift unit 125 upshifts the transmission mechanism 3a, the centrifugal pendulum damper 13 is less than or equal to the allowable upper limit rotation speed. When it does not become, the output torque of the engine 1 is automatically reduced by a predetermined ratio by fuel cut or the like.

In this embodiment, the degree of engagement of the clutch mechanism 14 is detected by the rotation speed N ₁ of the input shaft 3 b detected by the input shaft rotation speed sensor 102 and the centrifugal pendulum damper (before speed increase) detected by the pendulum rotation speed sensor 104. It is determined by the differential rotation ΔN (= N ₁ −N ₂ ) of the clutch mechanism 14 obtained from the rotational speed N _{2 of} 13. At this time, if the inertia moment of the centrifugal pendulum damper 13 is J _A , the inertia moment of the centrifugal pendulum damper 13 added to the input shaft 3a according to the degree of fastening can be calculated by the following equation (1).

As apparent from the above equation (1), when the clutch mechanism 14 is completely engaged, the differential rotation ΔN is zero, and the moment of inertia applied to the input shaft 3b is maximum (J _A ). Then, the clutch mechanism 14 is in the slipping state, the rotational difference ΔN becomes large N the predetermined value of less than ₁ than zero, the moment of inertia is added to the input shaft 3b is a predetermined value smaller than J _A. Further, when the clutch mechanism 14 is completely released and the rotation of the centrifugal pendulum damper 13 is stopped (N ₂ = 0), the differential rotation ΔN becomes N _{1 and the} moment of inertia applied to the input shaft 3b is minimum ( Zero).

  Note that the degree of engagement of the clutch mechanism 14 may be determined based on the control oil pressure of the clutch mechanism 14 detected by the oil pressure sensor 107.

  Based on the input signal from the engine speed sensor 101, the connection / disconnection control unit 130 outputs a connection / disconnection command according to the control map shown in FIG. 3, and performs connection / disconnection control for changing the degree of engagement of the clutch mechanism 14. .

That is, the connection / disconnection control unit 130 releases the clutch mechanism 14 in the low speed range where the engine speed is N ₁ or less or the high speed range where N ₂ (N ₂ > N ₁ ) or more, and the engine speed is changed from N ₁ to N _{1. In} the engagement degree control region up to ₂ , the engagement degree of the clutch mechanism 14 is controlled so that the clutch mechanism 14 is in a slip state or an engagement state having a desired engagement degree.

Further, disengaging the control unit 130, when the engine speed reaches the rotational speed N ₁ in increases to the degree of engagement control region from a low speed range, or the rotational speed N ₂ in descending from the high-speed range to the degree of engagement control region When it is reached, a determination is made to switch the clutch mechanism 14 from the disengaged state to the slip state or the engaged state having a desired degree of engagement, and based on this determination, the clutch mechanism 14 is slipped or engaged from the released state to a desired degree of engagement. Control to change the degree of fastening so as to switch to the state.

Furthermore, disengaging the control unit 130, when the engine speed reaches the rotational speed N ₁ in descending from the degree of engagement control region to low speed region, or from the degree of engagement control region of the rotational speed N ₂ during the ascent to the high speed range When reaching, a connection / disconnection command for switching the clutch mechanism 14 from a slip state or a engagement state having a desired engagement degree to a release state is output as an internal command in the control unit 100, and the clutch mechanism 14 is based on the connection / disconnection command. Control is performed to change the degree of fastening so as to switch to the released state.

Here, the engine speed N ₁ is set to a higher speed than the idling speed. In addition, the engine speed N ₂ is set to a speed at which the centrifugal pendulum damper 13 accelerated by the planetary gear set 12 has a remarkably high speed and may affect the reliability.

  According to the above-described connection / disconnection control, when the engine speed is in the engagement degree control region, the clutch mechanism 14 is in the slip state or the engagement state, and the centrifugal pendulum damper 13 rotates together with the input shaft 3b. Thus, the torsional vibration of the input shaft 3b is absorbed.

(Powertrain control method)
The power train 10 is controlled by the controller unit 100, for example, according to the flowchart shown in FIG.

  First, as shown in FIG. 4, in step S1, signals output from various sensors are read, and in the next step S2, based on output signals from the engine speed sensor 101 and the transmission mechanism input shaft speed sensor 102. The differential rotation of the clutch mechanism 14 is determined, and based on the determined differential rotation, it is determined whether or not the clutch mechanism 14 is in an abnormal state that cannot be controlled by the connection / disconnection control unit 130 to reduce the degree of engagement.

  If it is determined in step S2 that the clutch mechanism 14 is in an abnormal state that cannot be controlled so as to reduce the degree of engagement by the connection / disconnection control unit 130, in step S3, the centrifugal mechanism 14 is centrifuged based on the output signal of the pendulum rotation speed sensor 104. It is determined whether or not the pendulum damper 13 is equal to or higher than the allowable upper limit rotational speed.

  If it is determined in step S3 that the centrifugal pendulum damper 13 is greater than or equal to the allowable upper limit rotational speed, then in step S4, the transmission mechanism 3a is upshifted, and in the next step S5, the centrifugal pendulum damper 13 is upshifted. Thereafter, it is determined whether or not it is equal to or higher than the allowable upper limit rotational speed.

  In step S5, if it is determined that the centrifugal pendulum damper 13 is equal to or higher than the allowable upper limit rotational speed even after the upshift, the torque cut of the engine 1 is performed in step S6.

  In step S <b> 2, it is determined that the clutch mechanism 14 is not in an abnormal state that cannot be controlled so as to reduce the degree of engagement by the connection / disconnection control unit 130, that is, can be controlled by the connection / disconnection control unit 130 so as to normally decrease the degree of engagement. Then, the process returns to step S1. In step S3, it is determined that the centrifugal pendulum damper 13 is not equal to or higher than the allowable upper limit rotation speed, that is, less than the allowable upper limit rotation speed, or in step S5, the centrifugal pendulum damper 13 is allowable after the upshift. Even when it is determined that the rotation speed is not equal to or higher than the upper limit rotation speed, that is, after the upshift, it is determined that the rotation speed is lower than the allowable upper limit rotation speed, the process returns to step S1.

  With the above configuration, according to the present embodiment, the abnormality determination unit 135 determines whether or not the clutch mechanism 14 is in an abnormal state in which the degree of engagement cannot be lowered, and the abnormality determination unit 135 determines whether the clutch mechanism 14 is in an abnormal state. When it is determined to be in an abnormal state, the upshift unit 125 and the torque cut unit 115, which are damper rotation suppression means, are controlled so that the rotation speed of the centrifugal pendulum damper 13 is equal to or lower than a predetermined allowable upper limit rotation speed. Even if the clutch mechanism 14 enters an abnormal state in which the degree of engagement cannot be lowered by setting the rotation speed to such an extent that the centrifugal pendulum damper 13 does not deteriorate in reliability as the allowable upper limit rotation speed, A decrease in reliability due to the high-speed rotation of the centrifugal pendulum damper 13 can be avoided.

  Further, according to the present embodiment, when the centrifugal pendulum damper 13 does not fall below the allowable upper limit rotational speed even when the rotational speed of the engine 1 to the input shaft 3b is reduced by the upshift of the speed change mechanism 3a by the upshift section 125. Since the torque cut of the engine 1 is performed by the torque cut unit 115 and the output torque transmitted from the engine 1 to the input shaft 3b is reduced, the centrifugal pendulum damper 13 is less than the allowable upper limit rotational speed only by the upshift of the speed change mechanism 3a. Even if it does not become, it can avoid more reliably the reliability fall by the high-speed rotation of the centrifugal pendulum damper 13.

  Further, according to the present embodiment, the upshift unit 125 and the torque cut unit 115 are executed when the centrifugal pendulum damper 13 reaches the allowable upper limit rotational speed, so the rotational speed of the centrifugal pendulum damper 13 is set to the allowable upper limit rotational speed. In the case where the reliability is not lowered and the reliability is not lowered, the frequency of unnecessary upshifting of the speed change mechanism 3a, torque cutting of the engine 1, and the like can be reduced.

  The present invention is not limited to the illustrated embodiments, and various improvements and design changes can be made without departing from the spirit of the present invention.

  For example, embodiments obtained by appropriately combining technical means disclosed in different embodiments or modifications are also included in the technical scope of the present invention.

  In the present embodiment, the engine 1 is torque-cut and the transmission mechanism 3a is upshifted so that the rotational speed of the centrifugal pendulum damper 13 is equal to or lower than a predetermined allowable upper limit rotational speed when the clutch mechanism 14 is determined to be abnormal. Although an example has been described, the present invention is not limited to this. For example, any one of torque cut of the engine 1 and upshift of the speed change mechanism 3a may be executed.

  Further, in the present embodiment, the example using the friction engagement type clutch mechanism 14 operated by hydraulic pressure as the connecting / disconnecting mechanism has been described. However, the present invention is not limited to this. For example, an electromagnetic friction clutch operated by a solenoid may be used. Good.

  In the present embodiment, an example in which the clutch mechanism 14 is used as the connecting / disconnecting mechanism has been described. However, the present invention is not limited to this. For example, the brake mechanism is connected / disconnected between the ring gear 23 of the planetary gear set 12 and the transmission case 3d. It may be provided as a mechanism.

  Furthermore, in this embodiment, although the example using the engine 1 which consists of an internal combustion engine was described as a power source, it is not limited to this, For example, while attaching a generator to an engine and generating electric power with this generator, A so-called hybrid engine configured to assist the engine by using a generator as a motor during acceleration may be used.

  As described above, according to the present invention, it is possible to avoid a decrease in reliability due to the high-speed rotation of the centrifugal pendulum damper. Therefore, this type of power train control device with a centrifugal pendulum damper or a manufacturing technical field of a vehicle on which the same is mounted There is a possibility that it is preferably used.

1 Engine (Power source)
3 Automatic transmission 3a Transmission mechanism 3b Input shaft (power transmission shaft)
10 Powertrain 13 Centrifugal pendulum damper 14 Clutch mechanism (connection / disconnection mechanism)
100 Controller unit (control device)
115 Torque cut part (Damper rotation suppression means)
125 Upshift section (Damper rotation suppression means)
135 Abnormality determination unit (abnormality determination means)

Claims (4)

A powertrain control device with a centrifugal pendulum damper in which a power transmission shaft and a centrifugal pendulum damper are connected via a connection / disconnection mechanism,
An abnormality determining means for determining whether or not the connection / disconnection mechanism is in an abnormal state in which the degree of engagement cannot be lowered;
Damper rotation suppression means for controlling the rotational speed of the centrifugal pendulum damper to be equal to or lower than a predetermined allowable upper limit rotational speed when the abnormality determining means determines that the connection / disconnection mechanism is in an abnormal state. A control device for a power train with a centrifugal pendulum damper. The power transmission shaft performs power transmission between a power source and an automatic transmission,
2. The control device for a power train with a centrifugal pendulum damper according to claim 1, wherein the damper rotation suppressing unit performs at least one of an upshift of the transmission mechanism and a torque cut of the power source. The power transmission shaft performs power transmission between a power source and an automatic transmission,
2. The centrifugal force according to claim 1, wherein the damper rotation suppression unit performs a torque cut of the power source when the centrifugal pendulum damper does not fall below the allowable upper limit rotation speed due to an upshift of the transmission mechanism. Powertrain control device with pendulum damper. 4. The power train with a centrifugal pendulum damper according to claim 1, wherein the damper rotation suppression unit is executed when the centrifugal pendulum damper reaches the allowable upper limit rotational speed. 5. Control device.

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