JP2020056485A - Vehicle controller - Google Patents

Abstract

To provide a vehicle controller capable of suppressing shock or variation in a release time due to release of a meshing type engagement device.SOLUTION: A vehicular controller is configured to: when there is a request to switch a meshing type engagement mechanism from an engagement state to a release state, continuously reduce torque that the meshing type engagement mechanism bears (step S2), and apply a predetermined load to eliminate meshing between input side meshing teeth and output side meshing teeth (step S3); and on condition that the amount of meshing between the input side meshing teeth and the output side meshing teeth has decreased, stop the reduction of the torque that the meshing type engagement mechanism bears by a torque control unit (step S5).SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device capable of changing a torque transmitted from a driving force source to driving wheels by engaging or disengaging an engagement type engagement mechanism.

  Patent Literature 1 describes a shift control device for a hybrid vehicle in which a motor is connected to a transmission path of torque between an engine and drive wheels via a high-side transmission mechanism and a low-side transmission mechanism. This transmission control device transmits the torque via any of the transmission mechanisms by controlling the engagement state between a friction clutch provided on the high-side transmission mechanism and a meshing clutch provided on the low-side transmission mechanism. It is configured to switch. When shifting from a state in which torque is transmitted via the low-side transmission mechanism to a state in which torque is transmitted via the high-side transmission mechanism, first, the transmission torque capacity of the friction clutch is increased proportionally. Accordingly, the torque acting on the meshing clutch is reduced, and the frictional force acting on the meshing surface of the meshing clutch is reduced. Further, at the point in time when the set time has elapsed from the start of the shift, the release force for releasing the dog clutch is increased to a predetermined value. This set time is set to a time obtained by subtracting a predetermined time from a shift elapsed time in which it is estimated that the torque acting on the dog clutch is reduced to the extent that no shock occurs when the dog clutch is released. By controlling the transmission torque capacity of the friction clutch and the release force for releasing the meshing clutch in this manner, the torque acting on the meshing clutch decreases with an increase in the transmission torque capacity of the friction clutch, and the reduction occurs. When the frictional force on the meshing surface based on the generated torque and the increased pulling force are balanced, the meshing clutch is released.

JP 2013-2577 A

  The shift control device described in Patent Literature 1 changes the transmission torque capacity of the friction clutch proportionally from the start of the shift to reduce the torque acting on the meshing clutch to a level that can be released by the release force. The clutch can be released at that timing. However, various requirements such as braking force, vehicle weight, or road slope angle may cause the magnitude of torque acting on the friction clutch or the dog clutch to vary, or the dog clutch length of the dog clutch may differ. As a factor, there is a possibility that the time until the dog clutch is released fluctuates or the magnitude of the shock fluctuates according to the torque acting on the dog clutch at the time of releasing the dog clutch. That is, there is a possibility that the dog clutch cannot be released stably.

  The present invention has been made in view of the technical problem described above, and provides a vehicle control device capable of suppressing a shock associated with releasing an engagement type engagement device and a variation in release time. It is intended to do so.

  In order to achieve the above object, the present invention provides an input-side meshing mechanism, a meshing-type engagement mechanism that transmits torque by selectively meshing an output-side meshing tooth, the input-side meshing tooth, and the input-side meshing tooth. A control apparatus for a vehicle, comprising: an actuator capable of controlling a load for canceling engagement with an output-side meshing tooth; and a torque control unit capable of reducing a torque borne by the meshing engagement mechanism, wherein the meshing engagement is When there is a request to switch the mechanism from the engaged state to the released state, the torque control unit continuously reduces the torque borne by the meshing engagement mechanism, and the actuator controls the input side meshing teeth and the output. A load for eliminating the meshing with the side meshing teeth is controlled to a predetermined load, and the mesh between the input side meshing teeth and the output side meshing teeth is controlled. On the condition that the engagement amount is reduced, a reduction stop control for stopping the reduction of the torque borne by the engagement type engagement mechanism by the torque control unit, and the input side engagement tooth and the output side engagement tooth by the actuator. And at least one of a pulling-out force increasing control for increasing a load for eliminating the engagement with the predetermined load.

  According to the present invention, when the meshing engagement mechanism is released, the torque that the meshing engagement mechanism bears is continuously reduced by the torque control unit, and the input meshing teeth and the output meshing teeth are reduced by the actuator. The load that eliminates the meshing is controlled to a predetermined load, and on the condition that the amount of meshing between the input side meshing teeth and the output side meshing teeth is reduced, the torque control unit reduces the torque that the meshing type engaging mechanism bears. It is configured to execute at least one of a reduction stop control for stopping and a pulling force increase control for increasing a load for canceling engagement between the input side meshing teeth and the output side meshing teeth by an actuator above a predetermined load. I have. Therefore, the engagement type engagement mechanism can be released with little change in the torque acting on the engagement type engagement mechanism. As a result, it is possible to suppress variations in the time required for the engagement type engagement mechanism to be released and variations in shock due to the release of the engagement type engagement mechanism.

FIG. 1 is a skeleton diagram illustrating an example of a hybrid vehicle according to an embodiment of the present invention. It is a schematic diagram for demonstrating the meshing state of each meshing tooth when the direct connection mode is set. FIG. 9 is a schematic diagram for explaining a meshing state of each meshing tooth when reducing a torque borne by a second clutch mechanism. 5 is a flowchart illustrating an example of control executed by the control device according to the embodiment of the present invention. 5 is a time chart for explaining changes in torque, disengagement force, and engagement length acting on a second clutch mechanism when the control example shown in FIG. 4 is executed. 6 is a flowchart for explaining another example of control executed by the control device according to the embodiment of the present invention. 7 is a time chart for explaining changes in torque, disengagement force, and engagement length acting on a second clutch mechanism when the control example shown in FIG. 6 is executed. 5 is a flowchart for explaining a control example of adjusting a meshing length at the time when the meshing type engagement mechanism is started to be released. 9 is a time chart for explaining changes in torque, disengagement force, and engagement length acting on a second clutch mechanism when the control example shown in FIG. 8 is executed.

  An example of a vehicle according to an embodiment of the present invention will be described with reference to FIG. The vehicle shown in FIG. 1 is a so-called hybrid vehicle 1 and includes a two-motor type driving device 5 having an engine 2 and two motors 3 and 4 as driving force sources. The first motor 3 is configured by a motor having a power generation function (that is, a motor generator: MG1). The first motor 3 controls the number of revolutions of the engine 2, supplies the electric power generated by the first motor 3 to the second motor 4, and outputs the driving torque output by the second motor 4 for traveling. It is configured so that it can be added to the driving torque. The second motor 4 can be constituted by a motor having a power generation function (that is, a motor generator: MG2).

  A power split device 6 is connected to the engine 2. The power split mechanism 6 has a splitting portion 7 having a function of splitting torque output from the engine 2 into the first motor 3 side and an output side, and a transmission portion 8 having a function of changing the torque splitting ratio. It consists of.

  The dividing section 7 may be configured to perform a differential action by three rotating elements, and may employ a planetary gear mechanism. In the example shown in FIG. 1, it is constituted by a single pinion type planetary gear mechanism. 1 includes a sun gear 9, a ring gear 10, which is an internal gear disposed concentrically with the sun gear 9, and a sun gear 9 disposed between the sun gear 9 and the ring gear 10. It comprises a pinion gear 11 meshing with the ring gear 10 and a carrier 12 for holding the pinion gear 11 so that it can rotate and revolve. The sun gear 9 mainly functions as a reaction force element, the ring gear 10 mainly functions as an output element, and the carrier 12 mainly functions as an input element.

  The power output from the engine 2 is input to the carrier 12. Specifically, an input shaft 14 of the power split device 6 is connected to an output shaft 13 of the engine 2, and the input shaft 14 is connected to the carrier 12. Note that the carrier 12 and the input shaft 14 may be connected via a transmission mechanism such as a gear mechanism instead of the configuration in which the carrier 12 and the input shaft 14 are directly connected. Further, a mechanism such as a damper mechanism or a torque converter may be disposed between the output shaft 13 and the input shaft 14.

  The first motor 3 is connected to the sun gear 9. In the example shown in FIG. 1, the divided portion 7 and the first motor 3 are arranged on the same axis as the rotation center axis of the engine 2, and the first motor 3 is located on the opposite side of the divided portion 7 from the engine 2. Are located. A transmission unit 8 is arranged between the split unit 7 and the engine 2 on the same axis as the split unit 7 and the engine 2 and arranged in the direction of the axis.

  The transmission unit 8 is configured by a single pinion type planetary gear mechanism, and includes a sun gear 15, a ring gear 16 which is an internal gear disposed concentrically with the sun gear 15, and a sun gear 15 and a ring gear 16. A pinion gear 17 is interposed between the sun gear 15 and the ring gear 16 and meshes with the sun gear 15 and the ring gear 16. The carrier 18 holds the pinion gear 17 so that the pinion gear 17 can rotate and revolve. This is a differential mechanism that performs a differential action by a rotating element. The ring gear 10 in the split part 7 is connected to the sun gear 15 in the transmission part 8. An output gear 19 is connected to the ring gear 16 in the transmission unit 8.

  A mesh-type first clutch mechanism CL1 is provided so that the split section 7 and the transmission section 8 constitute a compound planetary gear mechanism. The first clutch mechanism CL1 is configured to selectively connect a pair of rotary elements. In the example shown in FIG. 1, the carrier 18 in the transmission unit 8 is selectively connected to the carrier 12 in the split unit 7. It is configured to be. By engaging the first clutch mechanism CL1, the carrier 12 in the dividing section 7 and the carrier 18 in the transmission section 8 are connected to each other and serve as input elements, and the sun gear 9 in the dividing section 7 serves as a reaction force element. A compound planetary gear mechanism in which the ring gear 16 in the transmission unit 8 is an output element is formed.

  Further, a second clutch mechanism CL2 of an engagement type for integrating the entire transmission unit 8 is provided. The second clutch mechanism CL2 is for connecting at least any two rotating elements such as connecting the carrier 18 and the ring gear 16 or the sun gear 15 in the transmission section 8 or connecting the sun gear 15 and the ring gear 16. . That is, the second clutch mechanism CL2 connects another pair of rotating elements different from the pair of rotating elements connected by the first clutch mechanism CL1, and in the example shown in FIG. 1, the second clutch mechanism CL2 Is configured to connect the carrier 18 and the ring gear 16 in the transmission section 8.

  The first clutch mechanism CL1 and the second clutch mechanism CL2 are arranged on the same axis as the engine 2 and the split section 7 and the transmission section 8, and are arranged on the opposite side of the transmission section 8 from the split section 7. Have been. As shown in FIG. 1, the clutch mechanisms CL1 and CL2 may be arranged in a state of being arranged radially on the inner peripheral side and the outer peripheral side, or may be arranged in an axial direction. Is also good.

  A counter shaft 20 is arranged in parallel with the rotation center axis of the engine 2, the split section 7 or the transmission section 8. A driven gear 21 meshing with the output gear 19 is attached to the counter shaft 20. A drive gear 22 is attached to the counter shaft 20, and the drive gear 22 meshes with a ring gear 24 in a differential gear unit 23, which is a final reduction gear. Further, the driven gear 21 is meshed with a drive gear 26 attached to a rotor shaft 25 of the second motor 4. Therefore, the power or torque output from the second motor 4 is added to the power or torque output from the output gear 19 at the driven gear 21. The power or torque synthesized in this way is output from the differential gear unit 23 to the left and right drive shafts 27, and the power and torque are transmitted to the front wheels 28R and 28L.

  In the example shown in FIG. 1, in order to transmit the drive torque output from the first motor 3 to the front wheels 28R, 28L, a friction type or mesh type brake mechanism that can selectively fix the output shaft 13 or the input shaft 14 is used. B1 is provided. That is, by engaging the brake mechanism B1 and fixing the output shaft 13 or the input shaft 14, the carrier 12 in the dividing portion 7 and the carrier 18 in the transmission portion 8 function as reaction elements, and the sun gear in the dividing portion 7 9 is configured to function as an input element. The brake mechanism B1 only needs to be able to generate a reaction torque when the first motor 3 outputs a driving torque, and is not limited to a configuration in which the output shaft 13 or the input shaft 14 is completely fixed, and is required. It is sufficient that the reaction torque can be applied to the output shaft 13 or the input shaft 14. Alternatively, a one-way clutch that inhibits the output shaft 13 and the input shaft 14 from rotating in a direction opposite to the direction in which the engine 2 rotates when the engine 2 is driven may be provided as the brake mechanism B1.

  An electronic control unit (ECU) 29 for controlling the engine 2, the motors 3, 4, the clutch mechanisms CL1, CL2, and the brake mechanism B1 is provided. The ECU 29 is mainly configured by a microcomputer, receives data from various sensors mounted on the hybrid vehicle 1, and based on the input data and maps or arithmetic expressions stored in advance. , The engine 2, the motors 3, 4, the clutch mechanisms CL1, CL2, and the brake mechanism B1. The signals input to the ECU 29 include, for example, vehicle speed, accelerator opening, rotation speed of the first motor (MG1) 3, rotation speed of the second motor (MG2) 4, rotation speed of the output shaft 13 of the engine 2 (engine Rotation speed), an output rotation speed which is a rotation speed of the ring gear 16 or the counter shaft 20 in the transmission unit 8, a stroke amount of a piston provided in each of the clutch mechanisms CL1, CL2 and the brake mechanism B1, a temperature of a power storage device (not shown), The temperature of an electric power control device such as an inverter for controlling the motors 3 and 4; the temperature of the first motor 3; the temperature of the second motor 4; the temperature of oil (ATF) that lubricates the split section 7 and the transmission section 8; For example, the remaining charge of the power storage device (hereinafter, referred to as SOC) and the like.

  The ECU 29 is configured to output the driving torque from the engine 2 in accordance with various conditions such as the required driving force, vehicle speed, or SOC, and to drive the vehicle. An EV traveling mode for traveling by outputting a driving torque from the first motor 3 or the second motor 4 is selectively set. Further, in the HV running mode, when the first motor 3 is rotated at a low rotation speed (including “0” rotation), the rotation speed of the engine 2 (or the input shaft 14) is higher than the rotation speed of the ring gear 16 in the transmission unit 8. An HV-Lo mode in which the rotation speed is high, an HV-Hi mode in which the rotation speed of the engine 2 (or the input shaft 14) is lower than the rotation speed of the ring gear 16 in the transmission unit 8, and a transmission unit. 8, the direct connection mode in which the rotation speed of the ring gear 16 and the rotation speed of the engine 2 (or the input shaft 14) are the same is selectively set.

  The EV traveling mode includes an EV-Lo mode in which the amplification factor of the torque output from the first motor 3 is relatively large, and an EV-Hi mode in which the amplification factor of the torque output from the first motor 3 is relatively small. , A single mode in which the driving torque is output only from the second motor 4 can be set. The EV-Lo mode is set by engaging the first clutch mechanism CL1 and the brake mechanism B1, and the EV-Hi mode is set by engaging the second clutch mechanism CL2 and the brake mechanism B1, The single mode is set by releasing each of the clutch mechanisms CL1, CL2 and the brake mechanism B1.

  The HV-Lo mode is a traveling mode set by engaging only the first clutch mechanism CL1, and transmits the torque output from the engine 2 to the front wheels 28R and 28L. Generates a reaction torque. In that case, when the first motor 3 functions as a generator, the electric power generated by the first motor 3 is supplied to the second motor 4 to reduce the torque transmitted from the engine 2 via the power split mechanism 6. , The torque output from the second motor 4 at the driven gear 21 is added.

  The HV-Hi mode is a running mode set by engaging only the second clutch mechanism CL2, and transmits the torque output from the engine 2 to the front wheels 28R and 28L, as in the HV-Lo mode. For this purpose, the first motor 3 generates a reaction torque. In that case, when the first motor 3 functions as a generator, the electric power generated by the first motor 3 is supplied to the second motor 4 to reduce the torque transmitted from the engine 2 via the power split mechanism 6. , The torque output from the second motor 4 at the driven gear 21 is added.

  Further, the direct connection mode is a traveling mode set by engaging the first clutch mechanism CL1 and the second clutch mechanism CL2, and the rotating elements constituting the power split mechanism 6 rotate integrally. That is, unlike the HV-Lo mode or the HV-Hi mode, the torque is transmitted from the engine 2 to the front wheels 28R and 28L without generating the reaction torque from the first motor 3. In the direct connection mode, the driving torque is output from the first motor 3 so that the torque transmitted through the power split device 6 can be increased, or the regenerative torque can be output from the first motor 3. Thus, the torque transmitted via the power split device 6 can be reduced.

  FIG. 2 is a schematic diagram illustrating the configuration of the above-described first clutch mechanism CL1 and second clutch mechanism CL2. In the example shown in FIG. 2, a first rotating member 30 configured to rotate integrally with the input shaft 14 and the carrier 12 and a second rotating member configured to rotate integrally with the carrier 18 31 constitutes a first clutch mechanism CL1. The second clutch mechanism is constituted by a second rotating member 31 and a third rotating member 32 configured to rotate integrally with the ring gear 16 and the output gear 19. CL2 is configured.

  A plurality of meshing teeth (hereinafter, referred to as first meshing teeth) are provided on the surface of the first rotating member 30 facing the second rotating member 31 at predetermined intervals in the rotation direction of the first rotating member 30 (the left-right direction in the drawing). 30a) is formed. Similarly, the surface of the second rotating member 31 facing the first rotating member 30 is provided with a plurality of meshing teeth at predetermined intervals in the rotation direction of the second rotating member 31 so as to mesh with the first meshing teeth 30a. (Hereinafter referred to as a second meshing tooth) 31a. Further, on the surface of the third rotating member 32 facing the second rotating member 31, a plurality of meshing teeth 32a are formed at predetermined intervals in the rotation direction (the left-right direction in the drawing) of the third rotating member 32. I have. Similarly, a surface of the second rotating member 31 facing the third rotating member 32 is provided with a predetermined rotational direction of the second rotating member 31 so as to mesh with a plurality of meshing teeth 32 a formed on the third rotating member 32. A plurality of meshing teeth 31b are formed at intervals.

  In the example shown in FIG. 2, the first actuator 33 that can generate a load that presses the first rotating member 30 toward the second rotating member 31 and a load that separates the first rotating member 30 from the second rotating member 31 perform the first rotation. A second actuator 34 connected to the member 30 and capable of generating a load for pressing the third rotating member 32 toward the second rotating member 31 and a load for separating the third rotating member 32 from the second rotating member 31. 32. These actuators 33 and 34 may be electromagnetic actuators or hydraulic actuators.

  The example shown in FIG. 2 shows a state in which the direct coupling mode in which the first clutch mechanism CL1 and the second clutch mechanism CL2 are engaged is set. When one of the clutch mechanisms CL2 (CL1) is released from the state in which the clutch mechanisms CL1 and CL2 are engaged and the HV-Hi mode or the HV-Lo mode is set, the clutch to be released is set. The torque acting on the mechanism CL2 (CL1) is reduced, and the load in the direction of separating the first rotating member 30 or the third rotating member 32 from the second rotating member 31 is reduced by the first rotating member 30 or the third rotating member 32. To act on.

  FIG. 3 shows a state immediately before the second clutch mechanism CL2 is released. In the example shown in FIG. 3, a side face of the first meshing tooth 30a facing in the rotational direction and a second meshing tooth facing the side face. In addition to contacting the side surface of 31a, the load acting on the contact surface is increased. That is, the torque borne by the first clutch mechanism CL1 is increased. This can be performed by controlling the torque of the first motor 3. As the torque borne by the first clutch mechanism CL1 is increased as described above, the torque borne by the second clutch mechanism CL2 is reduced, so that the friction acting on the contact surface between the meshing teeth in the second clutch mechanism CL2 is increased. Power can be reduced. By applying a load from the second actuator 34 in a direction in which the third rotating member 32 is separated from the second rotating member 31 in such a state in which the frictional force is reduced, the third rotating member 32 Away from the second clutch mechanism CL2.

  The control device according to the embodiment of the present invention is configured to suppress a shock caused by releasing the clutch mechanism and a variation in the release time when releasing the engagement type clutch mechanism as described above. I have. FIG. 4 shows an example of the control. In the example shown in FIG. 4, first, it is determined whether or not there is a request to switch the driving mode (step S1). More specifically, it is determined whether or not there is a request to switch the traveling mode with the release of the currently engaged clutch mechanism. In step S1, for example, a map that defines a driving mode to be set according to the vehicle speed and the required driving force is stored in the ECU 29 in advance, and the map and a signal detected by the vehicle speed sensor and the accelerator opening sensor are stored. And can be determined based on

  If a negative determination is made in step S1 because there is no request to switch the driving mode, this routine is temporarily terminated. On the other hand, if a positive determination is made in step S1 because there is a request to switch the running mode, torque reduction control is performed to reduce the torque acting on the clutch mechanism to be released (step S2). This step S2 can be executed by controlling the torque of the first motor 3 as described above. More specifically, at the time of switching from the direct connection mode to the HV-Lo mode, the second clutch mechanism CL2 corresponds to the releasing clutch mechanism targeted in step S2, and the torque acting on the second clutch mechanism CL2 is , Can be executed by outputting torque from the first motor 3. At this time, if the torque acting on the second clutch mechanism CL2 is suddenly reduced, a shock may occur. Therefore, the torque acting on the second clutch mechanism CL2 is reduced at a predetermined rate of change. In the following description, for convenience, a case will be described in which the direct connection mode is switched to the HV-Lo mode, that is, the second clutch mechanism CL2 is released.

  After executing the torque reduction control for reducing the torque acting on the second clutch mechanism CL2, a load (pulling force) for separating the third rotating member 32 from the second rotating member 31 is set to a first predetermined load. Are output from the second actuator 34 (step S3). The first predetermined load corresponds to the respective values of the second clutch mechanism CL2 at the time when the torque acting on the second clutch mechanism CL2 is reduced to such an extent that no shock occurs in the vehicle 1 when the second clutch mechanism CL2 is released. The friction force acting on the meshing teeth is set to the same value. Further, step S3 is, for example, the time during which the torque acting on the second clutch mechanism CL2 is reduced to such an extent that no shock occurs in the vehicle 1 at the time when the second clutch mechanism CL2 is released. It may be configured to be executed when a set time obtained from the change rate or the like and a time for the allowance is subtracted from the obtained time has elapsed since the start of changing the torque of the first motor 3. . This is to suppress energy loss caused by generating a load from the second actuator 34 for separating the third rotating member 32 from the second rotating member 31 for a long period of time.

  As described above, while the torque acting on the second clutch mechanism CL2 is reduced, the third rotating member 32 exerts a load separated from the second rotating member 31 to apply a load to each meshing tooth of the second clutch mechanism CL2. When the applied frictional force becomes equal to or less than the load for separating the third rotating member 32 from the second rotating member 31, the third rotating member 32 starts to separate from the second rotating member 31. Therefore, following step S3, it is determined whether the engagement length of the second clutch mechanism CL2 has decreased (step S4). This step S4 can be determined based on a detection value of a sensor or the like that detects the stroke amount of the third rotating member 32.

  If the determination in step S4 is negative because the engagement length of the second clutch mechanism CL2 has not decreased, step S4 is repeatedly executed until the engagement length of the second clutch mechanism CL2 decreases. Conversely, if the determination in step S4 is affirmative because the engagement length of the second clutch mechanism CL2 has decreased, the torque reduction control is stopped (step S5), and the second clutch mechanism CL2 is released. It is determined whether or not (step S6). This step S6 can be determined based on a detection value of a sensor or the like for detecting the stroke amount of the third rotating member 32, similarly to step S4. Alternatively, when the second clutch mechanism CL2 is disengaged, the rotation speed of the first motor 3 and the like fluctuates. The determination can be made based on whether or not the value has changed.

  If a negative determination is made in step S6 because the second clutch mechanism CL2 has not been released, step S6 is repeatedly executed until the second clutch mechanism CL2 is released. That is, until the second clutch mechanism CL2 is released, the torque acting on the second clutch mechanism CL2 is kept constant, and the second actuator 34 continues to output a constant first predetermined load. Conversely, if the determination in step S6 is affirmative due to the release of the second clutch mechanism CL2, the load for separating the third rotating member 32 from the second rotating member 31 is set to “0”. Then (step S7), this routine is temporarily ended.

  FIG. 5 is a time chart for explaining changes in torque, disengagement force, and engagement length acting on the second clutch mechanism CL2 when the second clutch mechanism CL2 is released. Note that a change when the control shown in FIG. 4 is executed is indicated by a solid line, and a change when the torque reduction control for reducing the torque acting on the second clutch mechanism CL2 is continuously executed is indicated by a broken line.

  As indicated by the solid line in FIG. 5, the request to switch the driving mode causes the torque acting on the second clutch mechanism CL2 to be reduced proportionally from the point in time t0. At that time, the pulling force is maintained at “0”, and as a result, the engagement length is also maintained at the predetermined value.

  Then, to the extent that no shock occurs in the vehicle 1 at the time when the second clutch mechanism CL2 is released, the set time obtained by subtracting the time for the allowance from the time when the torque acting on the second clutch mechanism CL2 decreases is t1. From that point on, the pulling force has been increased. In this case, since the frictional force acting on each meshing tooth of the second clutch mechanism CL2 is larger than the pulling force, the meshing length is maintained at a predetermined value.

  Then, at time t2 when the torque acting on the second clutch mechanism CL2 is reduced to such an extent that no shock occurs in the vehicle 1 when the second clutch mechanism CL2 is released, the disengaging force is applied to each of the meshing teeth of the second clutch mechanism CL2. , The engagement length is reduced. As a result, since a positive determination is made in step S4 in the control example of FIG. 4, the torque reduction control for reducing the torque acting on the second clutch mechanism CL2 is stopped, and the torque acting on the second clutch mechanism CL2 is reduced. It is kept constant.

  By keeping the torque acting on the second clutch mechanism CL2 constant and applying the disengaging force in such a manner, the state in which the disengaging force becomes equal to or more than the frictional force acting on each meshing tooth of the second clutch mechanism CL2 is obtained. Since the engagement is maintained, the engagement length decreases proportionally, and the second clutch mechanism CL2 is released at the time point t3.

  On the other hand, as shown by the broken line in FIG. 5, if the torque reduction control for reducing the torque acting on the second clutch mechanism CL2 is continuously executed, that is, if the torque of the first motor 3 is continuously increased, FIGS. In the configuration shown in FIG. 3, the engagement direction of the second clutch mechanism CL2 is reversed at time t4, and the opposite engagement surface comes into contact, so that the frictional force acting on the contact surface becomes greater than the disengagement force at time t5. Therefore, the decrease in the engagement length stagnates, and as a result, the second clutch mechanism CL2 cannot be released.

  As described above, when the engagement length is reduced, the torque acting on the second clutch mechanism CL2 is kept constant and the release force is continuously applied, so that the second clutch mechanism CL2 is released when the second clutch mechanism CL2 is released. Since the torque acting on the motor can be kept constant, it is possible to suppress the variation in shock caused by the release. Further, since the second clutch mechanism CL2 starts disengaging, that is, after the engagement length starts to decrease, the load acting on the third rotating member 32 obtained by subtracting the frictional force from the disengaging force can be kept constant. Variation in the time until the second clutch mechanism CL2 is released can be suppressed.

  The control device according to the embodiment of the present invention only needs to be able to release the clutch mechanism while the torque acting on the released clutch mechanism is substantially constant. Therefore, in the control example described above, the clutch mechanism is configured to release the clutch mechanism while maintaining a constant torque acting on the clutch mechanism to be released. The clutch mechanism may be configured to be released.

  An example of the control is shown in FIG. Note that the same steps as those in the control example shown in FIG. 4 are denoted by the same step numbers, and description thereof will be omitted. In the example shown in FIG. 6, when the engagement length of the second clutch mechanism CL2 is reduced and the determination in step S4 is affirmative, unlike the example shown in FIG. 4, it acts on the second clutch mechanism CL2. With the torque reduction control for reducing the torque being continued, the extraction force is increased to the second predetermined load (step S10), and the process proceeds to step S6. It is preferable that the second predetermined load is set to a larger value as the engagement length is longer.

  FIG. 7 is a time chart for explaining changes in the torque, the pulling force, and the engagement length acting on the second clutch mechanism CL2 when the second clutch mechanism CL2 is released by executing the control example. In the example shown in FIG. 7, at time t2 when the engagement length starts to decrease, the pulling force is increased to the second predetermined load. As a result, the engagement length is sharply reduced, and the second clutch mechanism CL2 is released at time t10. Therefore, the time width from the time point t2 to the time point t10 is reduced, so that the change width of the torque acting on the second clutch mechanism CL2 is reduced.

  By performing the control as described above, the second clutch mechanism CL2 can be released while the change width of the torque acting on the second clutch mechanism CL2 is small, so that the second clutch mechanism CL2 is released when the second clutch mechanism CL2 is released. Variation in torque acting on CL2 can be suppressed. As a result, it is possible to suppress a variation in shock caused by the release. Further, after the second clutch mechanism CL2 starts to be released, that is, after the engagement length starts to decrease, the second clutch mechanism CL2 can be released in an extremely short time by increasing the disengaging force. Can be suppressed.

  In addition, in the engagement type engagement mechanism, the engagement length at the start of disengagement may vary, and there is a possibility that the time required for disengagement, the magnitude of the torque acting upon disengagement, and the like may vary. Therefore, it is preferable to temporarily adjust the engagement length at the time of starting the release. An example of the control is shown in FIG. Note that the example shown in FIG. 8 is a flowchart for explaining a control example for adjusting the mesh length, and may be combined with the control examples shown in FIGS. 4 and 6. Steps similar to those in FIGS. 4 and 6 are denoted by the same step numbers, and description thereof is omitted.

  In the example shown in FIG. 8, after the torque reduction control is executed and before the pulling force is set to the first predetermined load, a predetermined insertion force is generated so as to increase the engagement length (step S20). This insertion force may be set to a load that can be inserted up to the maximum meshing length regardless of the torque acting on the second clutch mechanism CL2, and may be set to a torque acting on the second clutch mechanism CL2 when the insertion force is generated. The value may be a corresponding value. Also, here, an example in which a load is applied in a direction to increase the meshing length is described.For example, when the meshing tooth is locally reduced in friction coefficient, the meshing length is reduced. In the case where a positioning structure for determining the start position is provided, a configuration may be employed in which a meshing length is adjusted by generating a withdrawing force equal to or less than the frictional force in step S20.

  FIG. 9 is a time chart for explaining changes in torque, disengagement force, and engagement length acting on the second clutch mechanism CL2 when the control example shown in FIG. 8 is executed to release the second clutch mechanism CL2. Is shown. Note that FIG. 9 shows a time chart for explaining the effect of the control example shown in FIG. 8, and does not stop the torque reduction control or execute the control for increasing the pulling force. In FIG. 9, an example in which the second clutch mechanism is simply released from the first meshing length having a relatively long meshing length is indicated by a broken line, and the meshing length is reduced from the second meshing length shorter than the first meshing length. An example in which the second clutch mechanism is simply released is indicated by a dashed-dotted line, and an example in which the second clutch mechanism is released by executing the control example shown in FIG. 8 from a state where the engagement length is the second engagement length is shown by a solid line. ing.

  In the example shown in FIG. 9, the insertion force is generated after the insertion force is temporarily increased at time t1. As a result, the engagement length increases at time t1, and the state in which the engagement length has increased is maintained until time t2. Then, at time t2, the meshing length is reduced by the fact that the disengaging force becomes larger than the frictional force acting on the meshing teeth of the second clutch mechanism CL2.

  By performing the control as described above, it is possible to suppress the variation in the engagement length from affecting the variation in the release time of the clutch mechanism. In addition, it is possible to suppress the occurrence of variation in the magnitude of the torque acting on the clutch mechanism when the clutch mechanism is released, thereby suppressing the variation in the magnitude of the shock caused by releasing the clutch mechanism. can do.

  The engagement type engagement mechanism in the embodiment of the present invention is not limited to the one mounted on the vehicle having the configuration shown in FIG. 1. For example, a gasoline-powered vehicle having only an engine or an electric vehicle having only a motor It may be mounted on a car or the like. The engagement mechanism may be provided in various transmission mechanisms such as a conventionally known stepped transmission mechanism. Further, the means for reducing the torque acting on the disengagement meshing engagement mechanism is not limited to the torque control of the first motor, and may be performed by, for example, controlling the transmission torque capacity of another friction clutch mechanism. You may.

  Further, the meshing type engagement mechanism is constituted by, for example, a return spring that constantly applies a load on the release side to a rotating member that is movable to engage or disengage, and an actuator that generates a load on the engagement side. By adjusting the control amount of the actuator, the pulling force and the insertion force may be controlled.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 2 ... Engine, 3, 4 ... Motor, 5 ... Driving device, 6 ... Power split mechanism, 7 ... Dividing part, 8 ... Transmission part, 9, 15 ... Sun gear, 10, 16, 24 ... Ring gear, 12, 18 carrier, 13 output shaft, 14 input shaft, 20 counter shaft, 27 drive shaft, 28R, 28L front wheel, 29 ECU (electronic control unit), CL1, CL2 clutch system, 30, 31, 32: rotating member, 30a, 31a, 31b, 32a: meshing teeth, 33, 34: actuator.

Claims (1)

A meshing engagement mechanism for transmitting torque by selectively meshing the input side meshing teeth and the output side meshing teeth, and controlling a load for eliminating the meshing between the input side meshing teeth and the output side meshing teeth. A control device for a vehicle including a possible actuator and a torque control unit capable of reducing a torque borne by the meshing engagement mechanism.
When there is a request to switch the meshing engagement mechanism from the engaged state to the released state, the torque control unit continuously reduces the torque borne by the meshing engagement mechanism, and the actuator controls the input side. Controlling the load for eliminating the meshing between the meshing teeth and the output side meshing teeth to a predetermined load,
A reduction stop control for stopping the reduction of the torque borne by the meshing type engagement mechanism by the torque control section, on condition that a meshing amount between the input side meshing tooth and the output side meshing tooth is reduced; and By executing at least one of a pulling force increase control for increasing a load for canceling meshing between the input side meshing teeth and the output side meshing teeth above the predetermined load. Vehicle control device.

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