JP5233844B2 - Meshing clutch device - Google Patents

Description

  The present invention relates to a meshing clutch device that engages a rotating element and a rotating element or a rotating element and a fixed element.

  A hybrid vehicle is a vehicle including a prime mover and a motor generator as a power source in addition to an internal combustion engine. The hybrid vehicle has a continuously variable transmission mode in which the excess or deficiency of the driving force of the internal combustion engine is supplemented by a prime mover, a motor generator, etc., and the rotational speed of the power source is continuously changed, and a fixed drive driven only by the power from the internal combustion engine There is a vehicle having a switching mechanism for switching between the stage modes. As such a switching mechanism, there is a clutch device that fixes a shaft to which a prime mover and a motor generator are coupled so as not to rotate.

  For example, Patent Document 1 discloses an electric motor, a first engagement member that is rotated by the torque of the electric motor and that is formed in the circumferential direction around the axis of the electric motor, and a first engagement member that is disposed in the circumferential direction. In the drive device having two engaging members and an actuator for engaging and releasing the first engaging member and the second engaging member, the first engaging member and the second engaging member When the first engagement member is rotated by the electric motor, the phase in the circumferential direction between the first engagement member and the second engagement member is adjusted. A drive device having phase adjusting means is described.

  Patent Document 2 discloses an engine, a generator driven by the engine output of the engine, a battery charged by the generator output of the generator, a motor driven by the discharge output of the battery, a generator and a motor. In a series parallel composite electric vehicle having a connection opening / closing means for opening and closing a mechanical connection between the generator and the motor by the connection opening / closing means, the series parallel composite electric vehicle is opened as a series hybrid vehicle. The series parallel composite electric vehicle is operated as a parallel hybrid vehicle while closing the mechanical connection between the generator and the motor by means of traveling as a connecting and closing means, and using at least one of the generator and motor for acceleration / deceleration The rotation of the generator when closing the connection opening and closing means by controlling the torque of the generator and the generator Control apparatus characterized by comprising means for substantially matching, the are described the number of revolutions of the motor and.

  Patent Document 3 discloses a forward / backward clutch including a forward dog clutch for establishing a forward gear and a reverse dog clutch for establishing a reverse gear as a device using a clutch device for switching between forward and reverse. In the vehicle power transmission device including the forward switching mechanism, the forward dog clutch includes a synchromesh mechanism that synchronizes the rotation of the driving side dog and the driven side dog and meshes the two dogs, and the backward dog clutch is driven. There is described a vehicle power transmission device characterized in that both dogs are provided with chamfers for suppressing meshing when the side dog and the driven dog are not synchronized in rotation.

JP 2006-38136 A JP-A-8-98322 JP-A-11-82539

  Like the driving devices described in Patent Document 1 and Patent Document 2, by fixing the rotating shaft that transmits the driving force of the motor with a clutch, it is not necessary to generate a reaction force with the motor during traveling on a fixed stage. Energy utilization efficiency can be increased.

  However, since the apparatus described in Patent Document 1 performs phase synchronization control, it takes time to converge to the target range due to the effect of acceleration / deceleration and torque input from the tire, and it is difficult to engage during that time. It is. In addition to the rotational speed of the rotating shaft, it is necessary to control the phase of the rotating shaft.

  Further, in the apparatus described in Patent Document 2, since only the rotational speeds are matched, the tooth tips of the clutch collide with each other at the time of engagement, or one tooth tip rides on the other tooth tip. As a result, there is a possibility that shock and tooth tip wear may occur during engagement. Moreover, when the force which moves the member meshed | engaged of a clutch to an axial direction is weak, the tooth-tips of a clutch may contact and it may be unable to engage a clutch.

  The device described in Patent Document 3 can be engaged by synchronizing the rotation speeds of two members to be engaged by a synchromesh mechanism. In addition, there is a problem that energy loss occurs due to resistance.

  This invention is made in view of the above, Comprising: It is providing the meshing clutch apparatus which can be engaged in a short time and can be engaged smoothly.

In order to solve the above-described problems and achieve the object, the present invention is provided on a first member that rotates with the rotating body and transmits the rotational force of the rotating body, and an extension line of the rotating shaft of the rotating body. The second member that can mesh with the first member, the first member, and the second member are moved relative to each other in the rotational axis direction, and the first member and the second member are engaged with each other. Driving means for performing a non-engaging operation, synchronization control means for performing rotational speed synchronization control of the rotating body, phase detection means for detecting a phase difference between the first member and the second member, and the synchronization the control of the control means, based on the phase difference detected by said phase detecting means, have a, and control means for controlling the operation of said drive means, said control means, the said first member second The number of rotations allowed to engage with the member, and the relationship between the first member and the second member. Predetermined phase information for which the operation is permitted is stored in association with each other, and the first member and the second member for the rotational speed at which the engagement operation between the first member and the second member is permitted. Predetermined phase information in which the engagement operation is permitted is determined in advance, and from the predetermined phase information, a contact portion of the first member and a contact portion of the second member in the rotation direction are determined. The backlash range is excluded .

Further, in order to solve the above-described problems and achieve the object, the present invention includes a first member that rotates with the rotating body and transmits the rotational force of the rotating body, and an extension line of the rotating shaft of the rotating body. A second member provided and meshable with the first member; and the first member and the second member are moved relative to each other in the direction of the rotation axis so that the first member and the second member are engaged with each other. A driving means for performing a combined operation and a non-engaging operation, a synchronization control means for performing rotational speed synchronization control of the rotating body, a phase detecting means for detecting a phase difference between the first member and the second member, Control means for controlling the operation of the drive means based on the control by the synchronization control means and the phase difference detected by the phase detection means, wherein the control means comprises the first member and the The number of rotations allowed to engage with the second member, the first member and the second member; Is stored in association with predetermined phase information for which the engagement operation is permitted, and one member rides on the other member in the rotation direction during the engagement operation of the first member and the second member. The side region is characterized by being defined by a non-linear boundary.

Here, it is preferable that the nonlinear boundary is determined by an inertia change corresponding to the rotation speed.

  Further, it is preferable that the control means stores a map showing a rotation speed, phase information, and a region where the engagement operation is performed, and controls the engagement operation based on the map.

The second member is preferably connected to a non-rotating member .

In addition, when the phase difference and the difference in the rotational speed between the first member and the second member are in a predetermined relationship, the control means causes the first member and the second member to be It is preferable that the first member and the second member are engaged with each other by relatively moving them .

  The meshing clutch device according to the present invention has an effect that the clutch can be smoothly engaged in a short time.

FIG. 1 is a schematic diagram illustrating a vehicle having a meshing clutch device according to the present embodiment. FIG. 2-1 is an explanatory diagram of a clutch included in the drive device according to the present embodiment. FIG. 2-2 is an explanatory diagram of a clutch included in the drive device according to the present embodiment. FIG. 3 is a schematic diagram illustrating the operation of the clutch included in the drive device according to the present embodiment. FIG. 4 is a schematic diagram illustrating another configuration example of the driving apparatus according to the present embodiment. FIG. 5 is a collinear diagram when the clutch is in an engaged state. FIG. 6 is a schematic diagram illustrating another configuration example of the driving apparatus according to the present embodiment. FIG. 7 is a flowchart showing a clutch engagement procedure according to this embodiment. FIG. 8 is a graph showing an example of a two-dimensional map stored in the control unit. FIG. 9 is an explanatory diagram showing an enlarged schematic configuration of a part of the clutch.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited to the following description. In addition, constituent elements in the following description include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those in a so-called equivalent range.

  A drive device having a meshing clutch device according to this embodiment includes an internal combustion engine that generates power, a first motor having a regeneration function and a power running function, a second motor having a regeneration function and a power running function, and the first motor. A mesh clutch device (1) that is directly or indirectly attached to the output shaft of the engine and includes a first member for transmitting a reaction force of the internal combustion engine and a second member that meshes with or releases the first member. (Hereinafter also simply referred to as “clutch”). The clutch according to the present embodiment synchronizes the relative rotational speeds of the first member and the second member when the clutch is engaged, and the relative positional relationship between the first member and the second member is within a predetermined region. The engagement operation between the first member and the second member is controlled based on the determination result. In the following, the number of rotations of the internal combustion engine, the electric motor, or the shaft is the number of rotations per unit time of the output shaft of the internal combustion engine or the electric motor, and has the same meaning as the rotational angular velocity.

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

  An internal combustion engine 22, a power split mechanism 30 connected to a crankshaft 22 </ b> S that is an output shaft of the internal combustion engine 22 via a damper 28, a first electric motor 21 connected to the power split mechanism 30, and a power split mechanism 30 The connected second electric motor 23, a main ECU (Electronic Control Unit) 10 that controls the vehicle 1, an engine ECU 16 that controls the internal combustion engine 22, and an electric motor ECU (MG ECU) that controls the first electric motor 21 and the second electric motor 23. 15).

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

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

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

  The power split mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, and a plurality of pinion gears. And a carrier 34 that holds a plurality of pinion gears 33 so that 33 can rotate and revolve around the sun gear 31. As described above, the power split mechanism 30 is a planetary gear device having the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements.

  In the power split mechanism 30, the crankshaft 22S of the internal combustion engine 22 is connected to the carrier 34, the input / output shaft 21S of the first electric motor 21 is connected to the sun gear 31, and the connecting shaft 25I is connected to the ring gear 32. The input / output shaft 23 </ b> S of the second electric motor 23 is connected to the speed reducer 29. The speed reduction device 29 has a function of reducing the rotational speed of the second electric motor 23 and outputting it, and combining the output of the internal combustion engine 22 with the output of the second electric motor 23.

  When the first motor 21 functions as a generator, the power split mechanism 30 distributes the power from the internal combustion engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio. As a result, the power of the internal combustion engine 22 is divided by the power split mechanism 30, and a part of the power is generated from the first electric motor 21, and the rest is input to the power split mechanism 30 and output from the connecting shaft 25I. The electric power generated by the first electric motor 21 drives the second electric motor 23 or charges the battery 20 that is a power storage device. As the power storage device, a battery 20 that is a chargeable / dischargeable secondary battery, a capacitor, or the like can be used.

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

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

  The power of the internal combustion engine 22 and the power of the second electric motor 23 are combined by the speed reducer 29 and then output to the propeller shaft 25P. When only the internal combustion engine 22 generates power, this power is directly output to the propeller shaft 25P. When the second motor 23 generates power alone, this power is reduced. 29 to the propeller shaft 25P. The propeller shaft 25P connects the speed reducer 29 and the differential gear 26, and transmits power between them.

  When the propeller shaft 25P inputs the power of the internal combustion engine 22 or the second electric motor 23 to the differential gear 26, the left rear wheel 2RL and the right rear wheel 2RR attached to the drive shafts 27L and 27R of the vehicle 1 are driven. As a result, the vehicle 1 travels. When the second electric motor 23 is regenerated, the second electric motor 23 is driven from the left rear wheel 2RL and the right rear wheel 2RR through the drive shafts 27L and 27R, the differential gear 26, the propeller shaft 25P, and the reduction gear 29.

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

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

  In the present embodiment, the drive device 3 mounted on the vehicle 1 includes a clutch 24. As shown in FIGS. 1, 2-1, and 2-2, the clutch 24 includes a meshing piece 24R that is a first member, and a meshing sleeve that is a second member that meshes (engages) or releases the meshing piece 24R. This is a meshing clutch composed of 24S. In this embodiment, the meshing piece 24R is attached to the input / output shaft 21S of the first electric motor 21, and the meshing sleeve 24S is a stationary system of the driving device 3 (for example, the first electric motor 21, the second electric motor 23, the clutch 24, It is attached to a housing 3S) that stores the power split mechanism 30. That is, the meshing piece 24R rotates together with the input / output shaft 21S of the first electric motor 21, but the meshing sleeve 24S does not rotate.

  As illustrated in FIG. 2A, the meshing sleeve 24S is an annular member, and a plurality of meshing internal teeth are formed on the inner peripheral portion, and a plurality of external teeth 24STB are formed on the outer peripheral portion. Grooves that mesh with a plurality of external teeth 24STB formed on the outer periphery of the meshing sleeve 24S are formed inside the housing 3S shown in FIG. By meshing the external teeth 24STB of the meshing sleeve 24S with a groove formed inside the housing 3S, the meshing sleeve 24S is stopped from rotating, and the meshing sleeve 24S is parallel to the central axis Zs of the meshing sleeve 24S. That is, the first electric motor 21 can move in a direction parallel to the rotation center (Zr in FIG. 2-2) of the input / output shaft 21S.

  When the clutch 24 is engaged, the meshing piece 24R is a target for meshing with the meshing piece 24R the reaction force of the internal combustion engine 22, that is, the reaction force caused by the torque output from the crankshaft 22S of the internal combustion engine 22. It is a member for transmitting to the meshing sleeve 24S. The meshing piece 24R is a disk-like member attached to the input / output shaft 21S of the first electric motor 21, and a plurality of meshing external teeth are formed on the outer peripheral portion. The meshing internal teeth formed on the inner peripheral portion of the meshing sleeve 24S and the meshing external teeth formed on the outer peripheral portion of the meshing piece 24R mesh with each other, and the clutch 24 is engaged. As shown in FIGS. 1 and 3, the meshing sleeve 24 </ b> S constituting the meshing clutch 24 is parallel to the rotation axis of the meshing piece 24 </ b> R by the actuator 5, that is, the rotation center Zr of the input / output shaft 21 </ b> S of the first electric motor 21. To mesh with the meshing piece 24R or release (meshing is released). For example, a solenoid is used as the actuator 5.

  When the clutch 24 is engaged, the reaction force caused by the torque output from the crankshaft 22S of the internal combustion engine 22 is generated from the engagement piece 24R to the engagement external teeth of the engagement piece 24R, the engagement internal teeth of the engagement sleeve 24S, and the engagement sleeve 24S. The outer teeth 24STB of the meshing sleeve 24S and the housing 3S are transmitted in this order. Thus, the reaction force of the internal combustion engine 22 is received by the housing 3S via the clutch 24. As described above, in this embodiment, in the hybrid drive device in which the electric motor and the internal combustion engine are combined using the power split mechanism, a configuration that receives the reaction force of the internal combustion engine without using the electric motor can be provided. As a result, the reaction force of the internal combustion engine can be received without generating a reaction force in the prime mover, so that power consumption in the prime mover can be reduced.

  The meshing clutch may be other than such a configuration. For example, a key that can move in a direction parallel to the rotation center (Zr in FIG. 2B) of the input / output shaft 21S of the first electric motor 21 is provided on the housing 3S side, and the input / output shaft 21S of the first electric motor 21 has the key The clutch 24 may be configured by attaching a member formed with a key groove that meshes with the key. When the clutch 24 is engaged, the key is fitted into the key groove.

  The X axis and the Y axis shown in FIGS. 2-1 and 2-2 are both common axes, and the intersection (origin) between the X axis and the Y axis is the central axis Zs of the meshing sleeve 24S and the meshing piece 24R. (I.e., the rotation center Zr of the input / output shaft 21S of the first electric motor 21). For this reason, the coordinates in the meshing sleeve 24S and the coordinates in the meshing piece 24R are common. When the clutch 24 is engaged, the actuator 5 is driven to engage the engagement sleeve 24S when the predetermined engagement position of the rotating engagement piece 24R reaches the predetermined engagement position of the stationary engagement sleeve 24S. Bite into.

  In this embodiment, the meshing inner teeth 24STA1 (see FIG. 2-1) of the meshing sleeve 24S on the Y-axis are used as the meshing position of the meshing sleeve 24S, and the meshing piece 24R is adjacent to the meshing external teeth 24RT1, 24RT2. The meshing position of the meshing piece 24R is set. Therefore, when the meshing position of the meshing piece 24R comes to the position of the meshing internal tooth 24STA1 of the meshing sleeve 24S that is stationary, the actuator 5 is driven and the meshing sleeve 24S is meshed with the meshing piece 24R.

  Whether the rotating meshing piece 24 </ b> R can be meshed can be determined based on the detection result of the first rotational position detection sensor 43. Since the meshing position of the stationary meshing sleeve 24S is the meshing internal tooth 24STA1 on the Y axis of the meshing sleeve 24S, this position can be specified in advance and the rotational speed is zero. Therefore, based on the position of the meshing piece 24R detected by the first rotational position detection sensor 43, the relative rotational speed and the relative phase (relative position in the rotational direction) between the meshing sleeve 24S and the meshing piece 24R can be calculated. .

  Here, for example, when the vehicle 1 is traveling at a high speed and with a low load, or the torque generated by the first motor 21 is limited, the reaction force of the internal combustion engine 22 that can be received by the first motor 21 is limited. The clutch 24 is engaged when the operation is performed. Although a friction type clutch or a clutch using a synchronizer ring can be used as the clutch 24, such a type of clutch generates a drag due to friction. The clutch 24 provided in the driving device 3 is a meshing type, and there is no element that generates friction because there is no mechanical synchronization, more specifically, there is no rotation synchronization device that synchronizes the rotation of the objects to be meshed by friction. . For this reason, loss due to dragging when the clutch 24 is engaged or released is extremely small. Thereby, the fuel consumption of the internal combustion engine 22 can be suppressed. Further, the energy required for engagement can be reduced as compared with a friction clutch. Furthermore, since there is no rotation synchronization device, the clutch 24 can be reduced in size.

  FIG. 4 shows another configuration example of the driving apparatus according to this embodiment. This drive device 3a is substantially the same as the drive device 3 described above, except that the power split mechanism is composed of two planetary gear devices 30a and 30b. The power split mechanism 30A includes a single pinion type first planetary gear device 30a and a single pinion type second planetary gear device 30b. The first planetary gear device 30 a and the second planetary gear device 30 b have the same configuration as the planetary gear device that constitutes the power split mechanism 30 described above.

  The crankshaft 22S of the internal combustion engine 22 is connected to the carrier 34a of the first planetary gear device 30a. The carrier 34a of the first planetary gear device 30a is connected to the ring gear 32b of the second planetary gear device 30b. The input / output shaft 21S of the first electric motor 21 is connected to the sun gear 31a of the first planetary gear device 30a. The ring gear 32a of the first planetary gear device 30a is connected to the carrier 34b of the second planetary gear device 30b. The carrier 34b of the second planetary gear device 30b is connected to the connecting shaft 25I. One end of the connecting shaft 25I is connected to the propeller shaft 25P. Since the propeller shaft 25P is connected to the output portion of the reduction gear 29, the input / output shaft 23S of the second electric motor 23 is connected to the carrier 34b of the second planetary gear device 30b via the reduction gear 29.

  The clutch 24 provided in the drive device 3a has the same configuration as the clutch provided in the drive device 3 described above, but the meshing piece 24R is attached to the sun gear 31b of the second planetary gear device 30b constituting the power split mechanism 30A. That is, the meshing piece 24R is connected to the input / output shaft 21S of the first electric motor 21 via the power split mechanism 30A. Also in the driving device 3a, the meshing piece 24R is a member for transmitting the reaction force of the internal combustion engine 22 to the meshing sleeve 24S that is a target to mesh with the meshing piece 24R.

  The rotational speed (number of rotations) and position of the meshing piece 24R are detected by the meshing piece rotational position detection sensor 43a. Therefore, whether or not the meshing piece 24R and the meshing sleeve 24S are engaged can be determined based on the detection result of the meshing piece rotation position detection sensor 43a.

  In the driving device 3a, as shown in FIG. 4, the reaction force caused by the torque output from the crankshaft 22S of the internal combustion engine 22 is engaged with the meshing piece 24R and the meshing piece 24R from the sun gear 31b of the second planetary gear device 30b. The external teeth, the meshing inner teeth of the meshing sleeve 24S, the meshing sleeve 24S, the external teeth 24STB of the meshing sleeve 24S, and the housing 3S are transmitted in this order. Thus, the reaction force of the internal combustion engine 22 is received by the housing 3S via the clutch 24.

  Here, the relationship between the rotational speeds of the respective parts when the clutch 24 is engaged will be described. FIG. 5 is a collinear diagram when the dog clutch is in a locked state, that is, in an engaged state. In addition, the vertical axis | shaft of FIG. 5 has shown the rotation speed. Further, S, C, and R in FIG. 5 indicate the sun gear 31a, the carrier 34a, and the ring gear 32a of the first planetary gear device 30a, respectively, and the symbols S ′, C ′, and R ′ respectively indicate the second planetary gear device 30b. A sun gear 31b, a carrier 34b, and a ring gear 32b are shown. As shown in FIG. 5, when the clutch 24 is in the engaged state, the sun gear 31b of the second planetary gear unit 30b is fixed so as not to rotate, and is so-called locked. 21, the rotation speed of the 2nd electric motor 23 and the connection shaft 25I changes.

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

  Since the clutch 24 included in the driving device 3a is a meshing type, there is no element that generates friction. For this reason, loss due to dragging when the clutch 24 is engaged or released is extremely small. Thereby, the fuel consumption of the internal combustion engine 22 can be suppressed. Further, the energy required for engagement can be reduced as compared with a friction clutch. Furthermore, since there is no rotation synchronization device, the clutch 24 can be reduced in size.

  FIG. 6 shows another configuration example of the driving apparatus according to the present embodiment. This drive device 3b is substantially the same as the drive device 3 described above, but the power split mechanism is composed of two planetary gear devices 30c and 30d, and the internal combustion engine, the electric motor, and the output shaft are connected via a counter gear. The connection is different. The power split mechanism 30B includes a single pinion type first planetary gear device 30c and a single pinion type second planetary gear device 30d. The first planetary gear device 30 c and the second planetary gear device 30 d have the same configuration as the planetary gear device that constitutes the power split mechanism 30 described above.

  The crankshaft 22S of the internal combustion engine 22 is connected to the carrier 34c of the first planetary gear device 30c, and the carrier 34c is connected to the pinion gear 33c. The ring gear 32c of the first planetary gear device 30c is connected to the ring gear 32d of the second planetary gear device 30d. The input / output shaft 21S of the first electric motor 21 is connected to the sun gear 31c of the first planetary gear device 30c. The carrier 34d of the second planetary gear device 30d is fixed to the case. The pinion gear 33d of the second planetary gear device 30d is connected to the carrier 34d. The ring gear 32d of the second planetary gear device 30d is connected to the ring gear 32c of the first planetary gear device 30c as described above, and is further connected to the counter gear 35. The sun gear 31d of the second planetary gear device 30d is connected to the input / output shaft 23S of the second electric motor 23.

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

  The clutch 24 provided in the drive device 3b has the same configuration as the clutch provided in the drive device 3 described above, and the meshing piece 24R is attached to the sun gear 31c of the first planetary gear device 30c constituting the power split mechanism 30B. That is, the meshing piece 24R is connected to the input / output shaft 21S of the first electric motor 21 together with the power split mechanism 30B. Also in the driving device 3b, the meshing piece 24R is a member for transmitting the reaction force of the internal combustion engine 22 to the meshing sleeve 24S that is a target to mesh with the meshing piece 24R.

  The rotational speed and position of the meshing piece 24R are detected by the first rotational position detection sensor 43. Therefore, the determination as to whether or not the engagement piece 24R and the engagement sleeve 24S are engaged can be made based on the detection result of the first rotational position detection sensor 43.

  In the driving device 3b, the reaction force caused by the torque output from the crankshaft 22S of the internal combustion engine 22 is generated from the pinion gear 33c of the first planetary gear device 30c to the sun gear 31c, the meshing piece 24R, and the meshing external teeth and meshing of the meshing piece 24R. Transmission is performed in the order of the meshing inner teeth of the sleeve 24S, the meshing sleeve 24S, the external teeth 24STB of the meshing sleeve 24S, and the housing 3S. Thus, the reaction force of the internal combustion engine 22 is received by the housing 3S via the clutch 24. As described above, in this embodiment, in the hybrid drive device in which the electric motor and the internal combustion engine are combined using the power split mechanism, a configuration that receives the reaction force of the internal combustion engine without using the electric motor can be provided.

  Since the clutch 24 included in the driving device 3b is a meshing type, there is no element that generates friction. For this reason, loss due to dragging when the clutch 24 is engaged or released is extremely small. Thereby, the fuel consumption of the internal combustion engine 22 can be suppressed. Further, the energy required for engagement can be reduced as compared with a friction clutch. Furthermore, since there is no rotation synchronization device, the clutch 24 can be reduced in size.

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

  The main ECU 10 includes an accelerator opening from the accelerator position sensor 40 that detects the amount of depression of the accelerator pedal 40P, a vehicle speed from the vehicle speed sensor 41 that detects the speed (vehicle speed) of the vehicle 1, a first rotational position detection sensor 43, A signal or the like from the 2-rotation position detection sensor 44 is input via the input port. An actuator 5 is connected to the main ECU 10. As described above, the main ECU 10 is connected to the engine ECU 16 and the electric motor ECU 15 via a communication port, and exchanges various control signals and information with the engine ECU 16 and the electric motor ECU 15.

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

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

  Since the meshing clutch 24 used in this embodiment does not have a rotation synchronization function, the clutch 24 alone requires a large force for the meshing operation, or a shock is generated in the vehicle 1 when meshing. Further, since the meshing clutch 24 has a limited meshing position, friction and shock are generated when the meshing clutch 24 is decoupled from an appropriate meshing position. In order to avoid this, in this embodiment, the clutch control unit 12 of the main ECU 10 is used to control the engagement of the clutch 24. As a result, when the meshing clutch 24 is used, the meshing objects are reliably meshed with each other at the meshing position, thereby reducing friction and shock in the meshing operation and reducing the force required for the meshing operation. Next, the clutch control unit 12 will be described in detail.

  Hereinafter, the control operation by the clutch control unit 12 will be described with reference to FIG. Here, FIG. 7 is a flowchart showing a procedure of clutch engagement according to the present embodiment. First, the clutch control unit 12 determines whether the traveling state is included in the overdrive (O / D) locked traveling region as step S12. Here, the overdrive lock travel region is a travel condition region in which it can be determined that the vehicle 1 is traveling at a high speed and a low load. In the present embodiment, the case of the overdrive lock travel region will be described, but the reaction force of the internal combustion engine 22 that can be received by the first electric motor 21 is limited by the limitation of the torque generated by the first electric motor 21. Similarly, the clutch may be engaged in the running state.

  If it is determined in step S12 that the clutch is not in the overdrive lock travel region (No), the clutch control unit 12 proceeds to step S12. That is, the clutch control unit 12 repeats the determination in step S12 while the traveling condition is not in the overdrive lock traveling region.

  If the clutch control unit 12 determines in step S12 that the vehicle is in the overdrive lock travel region (Yes), the clutch control unit 12 performs rotational speed synchronization control in step S14. Here, the rotation speed synchronization control is control for synchronizing the rotation speed of the meshing piece 24R constituting the clutch 24 and the rotation speed of the meshing sleeve 24S. In this embodiment, since the meshing sleeve 24S is supported in a non-rotating state, the rotational speed of the engine, the rotational speed of the second electric motor, the rotational speed of the output shaft, etc. so that the rotational speed of the meshing piece 24R approaches 0. Control the conditions.

  After performing the rotational speed synchronization control in step S14, the clutch control unit 12 determines whether the engaging part rotational speed is smaller than the threshold value in step S16. The clutch control unit 12 may proceed to step S16 after performing the process in step S14 for a predetermined time. Here, the engagement portion is a portion to which the clutch 24 is engaged, and specifically, the engagement piece 24R and the engagement sleeve 24S. Further, the engaging portion rotational speed is a difference in relative rotational speed between the two portions to be engaged. That is, in the present embodiment, the meshing sleeve 24S does not rotate, so the rotational speed of the meshing piece 24R becomes the engaging portion rotational speed. Further, the threshold value is a difference in rotational speed at which the impact generated between the meshing sleeve 24S and the meshing piece 24R is equal to or less than a certain level, that is, within an allowable range when the meshing sleeve 24S and the meshing piece 24R are engaged. Further, the engaging portion rotational speed can be calculated from the detection result of the first rotational position detection sensor 43 or the meshing piece rotational position detection sensor 43a.

  If it is determined in step S16 that the engaging portion rotational speed is equal to or greater than the threshold value (No), that is, the threshold value ≦ the engaging portion rotational speed, the clutch control unit 12 proceeds to step S14 and performs the rotational speed synchronization control again. Do. That is, the clutch control unit 12 performs the rotation speed synchronization control in step S14 and the determination in step S16 until the engagement portion rotation speed becomes smaller than the threshold value.

  If the clutch control unit 12 determines in step S16 that the engaging portion rotational speed is smaller than the threshold value (Yes), that is, the engaging portion rotational speed <the threshold value, in step S18, the clutch control portion 12 Calculate the phase difference. The engagement target phase is a positional relationship serving as a reference for the relative position between the meshing piece 24R and the meshing sleeve 24S. That is, the clutch control unit 12 calculates how many times the relative position of the meshing piece 24R and the meshing sleeve 24S is deviated from the reference position. The reference position may be an arbitrary position in the entire circumference of the engagement piece 24R and the engagement sleeve 24S, or may be a plurality of positions. For example, the reference position may be set for each tooth of the meshing piece 24R and the meshing sleeve 24S. In this case, the reference position is determined by the teeth at the opposing positions, and the angle with the reference position may be calculated.

  When the clutch control unit 12 detects the phase difference from the engagement target phase in step S18, in step S20, the clutch control unit 12 determines whether the relative phase of the engagement unit is within the relative phase region. Here, the relative phase region is a phase range in which it is determined that the meshing piece 24R and the meshing sleeve 24S can be engaged, and the relative phase difference between the meshing piece 24R and the meshing sleeve 24S and the meshing piece. It is defined by the relationship between the rotational speed of 24R and the meshing sleeve 24S. Specifically, the shaded area in the graph shown in FIG. 8 is the relative phase area. FIG. 8 is a graph showing an example of a two-dimensional map stored in the control unit, where the vertical axis represents the relative rotational speed (rotational speed) ω and the horizontal axis represents the relative phase difference θ. FIG. 9 is an explanatory diagram showing an enlarged schematic configuration of a part of the clutch. FIG. 9 shows the relationship between the meshing external teeth 24RT1 and 24RT2 of the meshing piece 24R and the meshing internal teeth 24STA1 of the meshing sleeve 24S when the relative phase difference θ1 of the one-dot chain line in the graph shown in FIG. When the relative phase difference θ is the angle of the alternate long and short dash line, the meshing internal tooth 24STA1 is at the intermediate point between the meshing external tooth 24RT1 and the meshing external tooth 24RT2 in the rotational direction.

  The graph shown in FIG. 8 is based on the collision position variation due to backlash calculated based on the phase reflection boundary line that changes within the stroke time, the climbing prevention nonlinear boundary line due to inertia change, and the relative rotational speed difference. The relative phase region is set.

Here, the phase reflection boundary line α that changes within the stroke time indicates that the engagement sleeve 24S and the engagement piece 24R move relatively while the engagement sleeve 24S is moved by the actuator 5 during the engagement operation of the engagement portion. It is a line that takes into account the amount of movement to be performed. In the two-dimensional map, the phase that is the positional relationship that the tooth tip collides during engagement is calculated with reference to the phase reflection boundary line α, and further, the tooth tip is added during engagement by taking into account variations in the collision position due to backlash. The phase region where no touches is calculated. Specifically, the phase region where the tooth tip does not contact is the region excluding the region surrounded by the straight line β ₁ and the straight line β ₂ drawn so as to sandwich the straight line α in FIG. 8, that is, θ increases. In this direction, the region is surrounded by the straight line β ₂ and the straight line β ₁ .

  Furthermore, the climbing prevention non-linear boundary line γ due to inertia change is a boundary line obtained by non-linear calculation of a phase in which one tooth tip may ride on the other tooth tip due to inertia change. Here, the fact that one tooth tip rides on the other tooth tip due to the inertia change means that when the mesh sleeve 24S and the mesh piece 24R are engaged, the one tooth tip is in contact with the other tooth tip and the tooth tip. After entering, it gets over the other tooth tip and is engaged between the next tooth tip and the tooth tip.

The clutch control unit 12 takes into account the variation of the collision position due to backlash calculated in this way, and in the phase region where the tooth tip does not contact at the time of engagement, one tooth tip is changed to the other tooth tip due to inertia change. A phase range that does not run over and a range in which the relative rotational speed difference is a constant speed difference or less is set as the relative phase region. Here, in FIG. 8, the relative range rotational speed difference is below a certain speed difference, the rotational speed difference omega is in the range of w2 ≦ ω ≦ w1, in Figure 8, the beta ₂ beta ₁ and γ , W1 and w2 are set as relative phase areas.

  If the clutch control unit 12 determines in step S20 that the phase of the engaging unit is not within the relative phase region (No), the clutch control unit 12 proceeds to step S18 and calculates the phase difference from the engagement target phase again. That is, the clutch control unit 12 repeats Step S18 and Step S20 while the phase of the engaging portion is not within the relative phase region.

  If the clutch control unit 12 determines in step S20 that the phase of the engaging unit is within the relative phase region (Yes), the clutch control unit 12 turns on the actuator in step S22. Specifically, the actuator 5 is driven to move the meshing sleeve 24S to the meshing piece 24R side. When the actuator is turned on in step S22, the clutch control unit 12 determines whether the engagement of the clutch is completed in step S24. Note that the timing at which the clutch control unit 12 proceeds from step S22 to step S24 is not particularly limited. For example, the clutch control unit 12 may proceed to step S24 after a predetermined time from the start of the operation of step S22.

  If it is determined in step S24 that the clutch engagement process has not ended (No), that is, if the meshing sleeve 24S and the meshing piece 24R are not meshed with each other, the clutch control unit 12 performs clutch fail control as step S26, Thereafter, the process ends. Here, the clutch failure control is a control performed when the meshing sleeve 24S and the meshing piece 24R are not meshed even when the meshing sleeve 24S is moved by the actuator 5, for example, the clutch is made incapable of being engaged, This is a control to continue running in the OFF state. Further, the clutch control unit 12 ends the process when it is determined in step S24 that the clutch engagement process has been completed (Yes), that is, the engagement sleeve 24S and the engagement piece 24R are engaged and engaged. .

  In this way, the rotational speeds of the meshing piece 24R and the meshing sleeve 24S are synchronized, the difference between the rotational speeds of the meshing piece 24R and the meshing sleeve 24S is kept below a certain level, and the relative phase difference between the meshing piece 24R and the meshing sleeve 24S is shown in FIG. If the mesh sleeve 24S is moved by the actuator 5 and the mesh piece 24R and the mesh sleeve 24S are engaged with each other, the tooth tip of the mesh piece 24R and the teeth of the mesh sleeve 24S are determined. The possibility of contact with the tip can be reduced. In addition, even when the tooth tips contact each other, the impact generated on the tooth tips can be reduced.

  In addition, the clutch control unit 12 calculates the relationship between the phase of the meshing piece 24R and the phase of the meshing sleeve 24S, and does not perform the engagement control when the relationship of the predetermined phase is reached, and rotates the meshing piece 24R. Since only the number can be controlled to engage the clutch, the engagement can be performed in a short time and the control can be simplified. Also, by starting the engagement operation when the rotation speed and the phase are in a constant region, both the rotation speed and the phase are set to the target rotation speed and the target phase, and the time is shorter than when engaging. The engagement can be performed with simple control.

  Further, as shown in FIG. 8, it is determined whether or not the engagement operation of the meshing sleeve 24S and the meshing piece 24R is started in consideration of variations in backlash. And contact with the tooth tips of the meshing piece 24R can be suppressed. In addition, even when the tooth tips contact each other, the impact generated on the tooth tips can be reduced. As a result, the clutch can be engaged smoothly in a short time.

  Further, a boundary line is calculated by non-linear calculation of the relative phase in which the climb due to the inertia change occurs, and is engaged when the relative phase between the meshing sleeve 24S and the meshing piece 24R is within the region surrounded by the boundary line. By doing so, it is possible to suppress the occurrence of the tooth tip of one member (sleeve or piece) getting over the tooth tip of the other member (piece or sleeve) during engagement. Thereby, the impact which arises in a tooth tip can be made small, and it becomes possible to engage smoothly in a short time.

  Here, in the above embodiment, whether or not the actuator is driven (that is, whether or not to engage) is determined based on the phase information based on the two-dimensional map shown in FIG. Without limitation, it is only necessary to control the number of rotations and determine whether to engage based on the detected phase information.

  Further, in the above embodiment, since the impact on the tooth tip and the shock at the time of engagement can be reduced more appropriately, the predetermined region is set in consideration of ride-up due to inertia change, variation in backlash, and rotational speed difference. The method for setting the predetermined area is not particularly limited. For example, although the effect is reduced, the range for preventing the climbing due to the inertia change may be calculated linearly.

  Moreover, in the said Example, in order to detect the position and rotation speed of a meshing piece with higher precision, although the resolver was used as a rotation position detection sensor, it is not limited to this. For example, a Hall element may be used. When the Hall element is used as described above, the relative position between the meshing piece and the meshing sleeve can be calculated by performing calculation using the detection timing of the signal by the Hall element and the integrated value of the rotation speed.

  In the above-described embodiment, the meshing sleeve 24S of the meshing sleeve 24S and the meshing piece 24R serving as the engagement portion of the clutch is fixed and the meshing piece 24R is rotated, and the meshing clutch device functions as a brake device. Although it was raised, it is not limited to this. For example, both the meshing sleeve 24S and the meshing piece may be rotated. That is, both the meshing sleeve 24S and the meshing piece may be connected to the rotating body. In this case, since it is only necessary to synchronize the relative rotational speed, both the meshing sleeve 24S and the meshing piece may be rotated at a constant rotational speed.

  As described above, the meshing clutch device according to the present invention is useful when used in a driving device such as an automobile, and is particularly used in a driving device that does not have a rotation synchronization device that synchronizes the rotation of meshing objects. Is suitable.

DESCRIPTION OF SYMBOLS 1 Vehicle 3, 3a, 3b Drive device 3S Case 5 Actuator 10 Main ECU
10M storage unit 10P processing unit 11 drive control unit 12 clutch control unit 15 electric motor ECU
16 engine ECU
17 converter 18 inverter 20 battery 21 first motor 21S input / output shaft 22 internal combustion engine 22S crankshaft 23 second motor 23S input / output shaft 24 clutch 24R meshing piece 24S meshing sleeve 24RT1, 24RT2 meshing external teeth 24STA1 meshing internal teeth 25P connecting shaft 25P Propeller shaft 26 Differential gear 27L, 27R Drive shaft 29 Reduction gear 30, 30A, 30B Power split mechanism 30a, 30c First planetary gear device 30b, 30d Second planetary gear device 31, 31a, 31b, 31c, 31d Sun gear 32, 32a , 32b, 32c, 32d Ring gear 33, 33a, 33b, 33c, 33d Pinion gear 34, 34a, 34b, 34c, 34d Carrier 35 Counter gear 4 An accelerator position sensor 41 vehicle speed sensor 43 first rotational position sensor 43a meshing piece rotational position detecting sensor 44 second rotational position detecting sensor

Claims (6)

A first member that rotates with the rotating body and transmits the rotational force of the rotating body;
A second member provided on an extension line of the rotating shaft of the rotating body and meshable with the first member;
Drive means for moving the first member and the second member relative to each other in the direction of the rotation axis to perform engagement and disengagement operations of the first member and the second member;
Synchronization control means for performing rotation speed synchronization control of the rotating body;
Phase detection means for detecting a phase difference between the first member and the second member;
Control means for controlling the operation of the drive means based on the control by the synchronization control means and the phase difference detected by the phase detection means ;
I have a,
The control means includes
The number of rotations in which the engagement operation between the first member and the second member is permitted and the predetermined phase information in which the engagement operation between the first member and the second member is permitted are stored in association with each other. And
Predetermined phase information in which the engagement operation between the first member and the second member is permitted is determined in advance for the number of rotations in which the engagement operation between the first member and the second member is permitted. And the predetermined phase information excludes the range of backlash between the contact portion of the first member and the contact portion of the second member in the rotation direction. apparatus. A first member that rotates with the rotating body and transmits the rotational force of the rotating body;
A second member provided on an extension line of the rotating shaft of the rotating body and meshable with the first member;
Drive means for moving the first member and the second member relative to each other in the direction of the rotation axis to perform engagement and disengagement operations of the first member and the second member;
Synchronization control means for performing rotation speed synchronization control of the rotating body;
Phase detection means for detecting a phase difference between the first member and the second member;
Control means for controlling the operation of the drive means based on the control by the synchronization control means and the phase difference detected by the phase detection means;
Have
The control means includes
The number of rotations in which the engagement operation between the first member and the second member is permitted and the predetermined phase information in which the engagement operation between the first member and the second member is permitted are stored in association with each other. And
In the engaging operation between the first member and the second member, a region on the side where one member rides on the other member in the rotational direction is defined by a non-linear boundary. . The mesh clutch apparatus according to claim 2 , wherein the non-linear boundary is determined by an inertia change corresponding to the rotational speed. Wherein said control means stores a map rotation speed and phase information and the engagement operation is shown a region is performed, based on the map, from claim 1, wherein the controller controls the engagement operation 4. The meshing clutch device according to any one of 3 above. The meshing clutch device according to any one of claims 1 to 4, wherein the second member is connected to a non-rotating member. When the phase difference and the difference in rotational speed between the first member and the second member are in a predetermined relationship, the control means causes the driving means to move the first member and the second member relative to each other. The meshing clutch device according to any one of claims 1 to 5 , wherein the first clutch member and the second member are engaged with each other to perform an engagement operation.

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