JP5616275B2 - Starting clutch control device - Google Patents

Description

  The present invention relates to a starting clutch control device that controls torque output from a driving source of a vehicle when the vehicle starts.

  2. Description of the Related Art Conventionally, for example, a starting clutch control device described in Patent Document 1 is known as a control device that controls clutch transmission torque when starting a vehicle. According to this, in order to obtain a good start performance when the vehicle starts, the start control is performed in a state where the engine speed at which a large input torque is obtained is low.

Japanese Patent Laid-Open No. 9-72353

  However, when oil is used as a medium for transmitting the force to operate the clutch and oil is supplied from the oil pump into the clutch, the oil is supplied every time the engine rotates. Is almost proportional to For this reason, when the engine speed is low, the amount of oil supplied decreases and the cooling power by the oil also decreases. If this state continues, the state in which the temperature of the clutch is higher than the allowable temperature will continue, causing the clutch to be deteriorated earlier.

  An object of the present invention is to provide a starting clutch control device that can prevent deterioration of the clutch due to an increase in the temperature of the starting clutch.

The present invention is a control device that controls connection between both sides by a starting clutch provided between a driving side and a driven side of a vehicle, and that detects the rotational speed of the driving shaft of the starting clutch. Number detection means, driven shaft rotation speed detection means for detecting the rotation speed of the driven shaft of the start clutch, fluid supply means for supplying fluid for cooling the start clutch, drive source of the vehicle, and the fluid Control means for controlling supply means, wherein the drive source comprises an electric motor and an internal combustion engine, and the fluid supply means responds to an increase in the number of rotations of the drive shaft to which rotation from the drive source is transmitted. And the control means is configured to increase the accumulated work of the starting clutch based on the pressure acting on the starting clutch, the rotational speed of the drive shaft, and the rotational speed of the driven shaft. Estimate quantity That includes a cumulative workload estimator, there the starting clutch is in the engagement transition state, when the accumulated amount of work exceeds a predetermined value, and the torque output restriction processing to restrict the output torque of the electric motor, the drive shaft And a supply amount increasing process for increasing the supply amount of the fluid supplied by the fluid supply means by increasing the number of rotations.

  According to the present invention, the control means is such that the starting clutch is in an engagement transient state (so-called half-clutch state), and the cumulative work amount of the starting clutch (specifically, the amount of heat accumulated in the starting clutch) exceeds a predetermined value. When this occurs, the output torque of the drive source is limited, and the amount of fluid supplied to cool the starting clutch is increased. Accordingly, the temperature transmitted to the starting clutch is reduced to suppress the temperature increase of the starting clutch, and the supply amount of the fluid for cooling the starting clutch is increased to promote the decrease in the temperature of the starting clutch. Accordingly, it is possible to prevent the start clutch from becoming unacceptable and prevent the start clutch from deteriorating.

  Further, the control means limits the output torque of the electric motor in the torque output restriction process and reduces the torque transmitted to the starting clutch. Further, the control means increases the supply amount of the cooling fluid by increasing the rotation speed of the electric motor or the internal combustion engine in the supply amount increasing process. Accordingly, an increase in the temperature of the starting clutch can be suppressed and a decrease in the temperature of the starting clutch can be promoted.

  Further, since the supply amount increasing process can absorb the heat energy generated in the starting clutch, the number of rotations of the electric motor or the internal combustion engine is increased to increase the supply amount of the fluid. A pump is not required, and fuel consumption can be prevented from decreasing.

  In the present invention, the control means estimates thermal energy generated in the starting clutch in order to estimate the cumulative work by the cumulative work estimation unit, and in the supply amount increase process, the thermal energy is transferred to the fluid. It is preferable to increase the supply amount of the fluid so as to be absorbed. According to this, in order to estimate the accumulated work amount in the accumulated work amount estimation unit, the thermal energy generated in the starting clutch is estimated. Since the supply amount increasing process increases the supply amount of the fluid so as to absorb the thermal energy at this time, the temperature increase of the starting clutch can be suppressed more effectively.

The figure which shows schematic structure of the starting clutch control apparatus which concerns on embodiment of this invention. The flowchart which shows the procedure of the control process of the starting clutch which CPU of the control apparatus of FIG. 1 performs. The flowchart which shows the procedure of the precondition confirmation process of step ST1 of FIG. The flowchart which shows the procedure of the work amount / work rate calculation process of step ST2 of FIG. The flowchart which shows the procedure of the control state selection process of step ST3 of FIG. The flowchart which shows the procedure of the torque cooperation control process of step ST4 of FIG. The flowchart which shows the procedure of the stall protection mode setting process of step ST5 of FIG. The flowchart which shows the procedure of the clutch control process of step ST6 of FIG. The figure which shows the relationship between the rotation speed of an input shaft, and the correction coefficient Kpst of the transmission torque of a starting clutch. The figure which shows the characteristic of work rate PWSC and oil supply amount OS. Example of change of each parameter with respect to time change of cooperative torque TQSC, input shaft speed Ndr, clutch pressure target value PCCMD, oil supply amount OS, work rate PWSC, cumulative work amount Qsc, and start clutch temperature TSC of the present embodiment FIG.

  FIG. 1 is a diagram illustrating a configuration of a starting clutch control device according to an embodiment of the present invention. The present embodiment is a clutch control device for a hybrid vehicle using a motor (electric motor) MG and an engine (internal combustion engine) ENG as drive sources, and the transmission of the vehicle uses a continuously variable transmission (CVT).

  The drive shaft 2 receives the output from the motor MG or the engine ENG. The drive shaft 2 has a drive gear 2a fixed thereto, and the drive gear 2a rotates as a result of the drive shaft 2 being rotated by an output from the motor MG or the engine ENG. The drive shaft 2 is connected to an input shaft 5 of the transmission via a forward / reverse switching mechanism 3 and a forward clutch 4. The input shaft 5 is provided with a variable pulley (hereinafter referred to as “driving pulley”) 8 in which the V groove width, that is, the winding diameter of the transmission belt 7 can be changed by the variable hydraulic cylinder 6.

  The transmission belt 7 is wound around a drive pulley 8 of the transmission and a variable pulley (hereinafter referred to as “driven pulley”) 11 provided on the driven shaft 9 of the transmission. The driven pulley 11 can also change the V groove width, that is, the winding diameter of the transmission belt 7 by the variable hydraulic cylinder 10.

  The continuously variable transmission is configured by the above-described components 3 to 11. The driven shaft 9 is connected to an output shaft 14 provided with an output gear 13 via a starting clutch 12 having a clutch piston (not shown), and the output gear 13 is connected to a differential device 17 via intermediate gears 15 and 16. Has been.

  During in-gear, the rotational force transmitted from the engine ENG to the drive shaft 2 is transmitted to the drive pulley 8 via the forward clutch 4 and further transmitted to the driven pulley 11 via the transmission belt 7. Then, according to the depression of the accelerator pedal, the rotational force of the driven pulley 11 is transmitted to the output shaft 14 via the starting clutch 12, and the rotational force of the output shaft 14 is the difference between the output gear 13, the intermediate gears 15, 16 and the difference. It is transmitted to the left and right drive wheels (not shown) via the moving device 17.

  The starting clutch 12 is operated by applying hydraulic pressure to the clutch piston of the starting clutch 12, and this hydraulic pressure is controlled by the starting clutch hydraulic control device 34. The oil suction side of the starting clutch hydraulic control device 34 is connected to an oil tank 36 via a hydraulic pump 35. The starting clutch hydraulic pressure control device 34 includes a linear solenoid valve (LS) that operates by energizing the solenoid, and generates oil pressure of the clutch piston using oil accumulated in the oil tank 36.

  The electronic control unit (ECU) 20 is connected to a control device 31 for controlling the hydraulic pressure of the hydraulic cylinders 6 and 10 and the like. The output torque and rotation of the motor MG and the engine ENG are controlled by the ECU 20. Further, the ECU 20 may control the output torque and rotation of the motor MG and the engine ENG according to an electrical signal output from the control device 31.

  The control device 31 includes a CPU 31a that executes various arithmetic processes, various arithmetic programs that are executed by the CPU 31a, a storage device (memory) 31b that includes a ROM and a RAM that store various tables and arithmetic results to be described later, and various electrical devices. The input / output interface 31c is used to input a signal and output a drive signal (electrical signal) to the outside based on a calculation result or the like. Further, the CPU 31 a of the control device 31 includes a cumulative work amount estimation unit that estimates the cumulative work amount of the start clutch 12.

  Each value of the engine speed NE, the throttle valve opening AP, and the intake pipe absolute pressure PBA output from the ECU 20 is supplied to the control device 31.

  Further, the control device 31 detects an output from the input shaft rotation sensor 21 attached in the vicinity of the driving pulley 8 and a rotation speed Ndn of the driven shaft 9 in order to detect the rotation speed Ndr of the input shaft 5. An output from a driven shaft rotation sensor 22 attached in the vicinity of the driven pulley 11 and an output from an output shaft rotation sensor 23 attached in the vicinity of the output shaft 14 for detecting the vehicle speed VEL are also supplied. The rotation speed Ndr of the input shaft 5 is the same value as the rotation speed of the engine rotation speed NE and the motor MG when the forward clutch 4 is completely engaged.

  The control device 31 supplies a current signal for operating the linear solenoid valve of the starting clutch hydraulic control device 34, and detects a voltage value LSV applied to the solenoid.

  Further, a selector (reduction ratio selection device) 40 of the automatic transmission is connected to the control device 31, and a state of a select lever (not shown) of the selector 40 is detected and supplied to the control device 31. In the present embodiment, the selector 40 can select from six types of ranges: neutral (N), parking (P), drive (D), reverse (R), second (S), and low (L). .

  The control device 31 causes the control hydraulic pressure generators 33a and 33b to operate a signal for generating the driving pulley hydraulic pressure (DR) and the driven pulley hydraulic pressure (DN), and the linear solenoid valve of the starting clutch hydraulic pressure control device 34. A signal and a signal for controlling the output torque of the engine ENG are output to the ECU 20, respectively.

  The oil suction side of the high pressure (PH) generator 32 is connected to an oil tank 36 via a hydraulic pump 35. The oil supply side of the high pressure generator 32 is connected to the oil suction side of the control oil pressure generators 33a and 33b, and the oil pressure is supplied from the high pressure generator 32 to the control oil pressure generators 33a and 33b.

  The oil supply side of the control oil pressure generator 33 a is connected to the hydraulic cylinder 6, and the oil supply side of the control oil pressure generator 33 b is connected to the oil suction side of the hydraulic cylinder 10, according to a control signal from the controller 31. The regulated hydraulic pressure is supplied to the hydraulic cylinders 6 and 10, respectively.

  Thus, the V-groove widths of the driving pulley 8 and the driven pulley 11 are determined according to the hydraulic pressure supplied from the control hydraulic pressure generators 33a and 33b to the hydraulic cylinders 6 and 10, respectively. The ratio is determined.

  The hydraulic pump 35 is connected to a driven shaft 35a to which a driven gear 35b is fixed. The driven gear 35b meshes with the intermediate gear 37, and the intermediate gear 37 meshes with the drive gear 2a. Thus, the rotation of the motor MG or the engine ENG is transmitted to the hydraulic pump 35 via the drive shaft 2, the drive gear 2a, the intermediate gear 37, the driven gear 35b, and the driven shaft 35a. The hydraulic pump 35 is configured so that the amount of oil flowing out from the oil tank 36 increases as the transmitted rotation increases.

  The oil in the oil tank 36 cools the starting clutch 12 and the like by circulating through the flow path. That is, the starting clutch 12 is cooled by circulating oil even when the temperature rises due to frictional heat generated during the engagement transient state. The control device 31 can promote the cooling of the start clutch 12 and the like by increasing the amount of circulating oil. That is, the ECU 20 can increase the number of rotations transmitted to the hydraulic pump 35 by increasing the number of rotations of the motor MG or the engine ENG as a drive source, and can promote cooling of the start clutch 12 and the like. In the present embodiment, the hydraulic pump 35 corresponds to the fluid supply means in the present invention.

  In addition, the oil in the oil tank 36 increases the oil temperature (hereinafter referred to as “oil temperature”) OT by cooling the start clutch 12 and the like, and therefore, an oil cooler (not shown) provided in a part of the flow path. (Omitted) etc.

  In the present embodiment, the control device 31 is configured as a start clutch control device that also performs start clutch control. Therefore, the starting clutch control process is executed by the CPU 31a of the control device 31.

  Next, the starting clutch control process executed by the CPU 31a of the control device 31 as the control means of the present invention will be described. In the present embodiment, the CPU 31a operates as a cumulative work amount estimation unit in the present invention, and executes torque output restriction processing and supply amount increase processing.

  FIG. 2 is a flowchart illustrating a procedure of control processing executed by the CPU 31a of the control device 31. The control processing program shown in this flowchart is called and executed every predetermined time (for example, 10 msec).

  In this control process, in the first step ST1, a precondition check for determining whether or not the state of the vehicle is normal is performed. Next, the process proceeds to step ST2, and the work amount / work rate is calculated. In step ST3, the control state is selected. Next, it progresses to step ST4 and performs torque cooperation control. In step ST5, a stall protection mode is set. Next, in step ST6, clutch control is performed, and this control process is terminated.

  Hereinafter, the processes of steps ST1 to ST6 will be described with reference to FIGS.

  FIG. 3 is a flowchart showing the procedure of the precondition checking process performed in step ST1 of FIG.

  First, in step ST11, it is determined whether or not the vehicle operating state is normal. For example, whether or not the values of the engine speed NE, the input shaft 5 speed Ndr, the driven shaft 9 speed Ndn, the vehicle speed VEL, etc. are normal, and the operation of the linear solenoid of the starting clutch 12 are normal Determine whether or not. If any one of these is abnormal, the work rate cannot be calculated. Therefore, it is determined that the work rate is not normal (the determination result of step ST11 is NO), and the process proceeds to step ST12, where the work rate / work amount calculation mode is turned off. To. Subsequently, the process proceeds to step ST13, where the precondition is not satisfied, and the process of FIG.

  When it is determined to be normal in step ST11 (when the determination result in step ST11 is YES), the process proceeds to step ST14 and the work rate / work amount calculation mode is turned on. Then, it progresses to step ST15, it is determined whether drive-by-wire DBW is normal, and when not normal, it progresses to said step ST13.

  When it is determined normal in step ST15 (when the determination result in step ST15 is YES), the process proceeds to step ST16, where it is determined whether or not the select lever of the selector 40 is in reverse (R). When it is determined that it is contained (when the determination result of step ST16 is YES), the process proceeds to step ST13.

  When it is determined in step ST16 that the reverse (R) is not entered (when the determination result in step ST16 is NO), the process proceeds to step ST17, where the select lever of the selector 40 is driven (D), second (S). Then, it is determined whether or not the in-gear has been completed for any one of the low (L) gears. If the in-gear has not been completed (NO in step ST17), the process proceeds to step ST13. When the in-gear has been completed in step ST17 (when the determination result in step ST17 is YES), the process proceeds to step ST18, where the precondition is established, and the process of FIG. 3 ends.

  By the above processing, when the vehicle state is normal and the vehicle is in the forward gear, the precondition is established, and otherwise, the precondition is not established.

  FIG. 4 is a flowchart showing the procedure of the work amount / work rate calculation process performed in step ST2 of FIG.

  First, in step ST101, it is determined whether the work rate / work amount calculation mode set in steps ST12 and ST14 is on or off. When the work rate / work amount calculation mode is ON (when the determination result of step ST101 is YES), the process proceeds to step ST102, where it is determined whether or not the vehicle is in a state immediately after the ignition is turned on. When the state is immediately after the ignition is turned on (when the determination result of step ST102 is YES), the process proceeds to step ST103.

  Step ST103 determines whether or not the outside air temperature TA is lower than a predetermined value TA2, whether or not the water temperature TW of the cooling water for cooling the engine ENG is lower than a predetermined value TW2, and the difference between the outside air temperature TA and the water temperature TW. It is determined whether (absolute value) is less than a predetermined value TDAW2. The predetermined values TA2 and TW2 are set to values that can determine that the outside air temperature TA and the water temperature TW are sufficiently cooled. The predetermined value TDAW2 is set to such a value that it can be determined that the engine ENG has been left for a long time after being turned off. That is, since there is almost no difference between the outside air temperature TA and the water temperature TW, it is determined whether or not the air is left for a long time.

  In Step ST103, when the outside air temperature TA is less than the predetermined value TA2, the coolant water temperature TW is less than the predetermined value TW2, and the difference between the outside air temperature TA and the water temperature TW is less than the predetermined value TDAW2 ( If the determination result in step ST103 is YES, the process proceeds to step ST104, the accumulated work Qsc of the starting clutch 12 is initialized to 0, and the process proceeds to step ST105. In step ST103, the outside air temperature TA is a predetermined value TA2 or more, the cooling water temperature TW is a predetermined value TW2 or more, or the difference between the outside air temperature TA and the water temperature TW is a predetermined value TDAW2 or more. In the case (when the determination result in step ST103 is NO), the process proceeds to step ST105. That is, the accumulated work amount Qsc is initialized to 0 only when it is determined that the vehicle has been left for a sufficiently long time. This is a process for avoiding that the accumulated work amount Qsc is initialized to 0 when the ignition is turned on while the start clutch 12 is not sufficiently cooled.

  Step ST105 turns off the state immediately after the ignition is turned on. For this reason, the determination result of step ST102 is in the YES state only once at the first time immediately after the ignition is turned on, and the processes of steps ST103 to ST105 are executed only once. Thereafter, the processes of steps ST106 to ST110 described later are executed.

  That is, there is a possibility that the accumulated work amount Qsc is initialized to 0 only at the beginning after the ignition is turned on. When the ignition is turned on without being left for a sufficiently long time, the accumulated work amount Qsc is Not initialized to 0.

  When it is determined in step ST102 that the state is not immediately after the ignition is turned on (when the determination result of step ST102 is NO), the process proceeds to step ST106, and the work rate PWSC of the starting clutch 12 in the current control cycle is calculated. The calculation method is as follows.

  First, the thrust FSC of the clutch piston of the starting clutch 12 is calculated by the following equation 1.

FSC = (PCCMD + Pcf−PCRP) × ASC Equation 1
Here, PCCMD is a target value of the pressure acting on the starting clutch 12 (clutch pressure target value), Pcf is a pressure generated by centrifugal force generated by rotation of oil inside the starting clutch 12, and PCRP is creep of the starting clutch 12. The force generation pressure, ASC, is the area of the piston of the starting clutch 12.

  The pressure acting on the driving side and the driven side of the starting clutch 12 is obtained by (PCCMD + Pcf−PCRP) in the above equation 1, and by multiplying the area of the clutch piston, the thrust FSC of the clutch piston of the starting clutch 12 Is calculated.

  Next, the work rate PWSC is calculated by the following equation 2.

PWSC = FSC × (the number of rotations of the driven pulley 11−the number of rotations on the vehicle body) × KQ Equation 2
Here, the rotation speed of the driven pulley 11 is the output of the driven rotation sensor 22 and represents the rotation speed of the drive shaft of the start clutch 12, and the vehicle body rotation speed is the rotation speed of the driven shaft of the start clutch 12. Represents. KQ is a coefficient for converting the result of multiplying the difference between the rotational speed of the driven pulley 11 and the rotational speed of the vehicle body side to the power of the starting clutch 12 by the thrust of the clutch piston of the starting clutch 12. The space between the driven shaft of the starting clutch 12 and the wheels of the vehicle is composed only of gears having a fixed gear ratio, and the rotational speed of the driven shaft of the starting clutch 12 is calculated from the vehicle speed VEL and this gear ratio. Is done.

  The driven side rotation sensor 22 corresponds to the drive shaft rotational speed detection means in the present invention, and the process of determining the rotational speed of the driven shaft of the starting clutch 12 from the output of the output shaft rotational sensor 23 is the driven shaft rotational speed in the present invention. Corresponds to detection means.

  After calculating the work rate as described above, the process proceeds to step ST107, and it is determined whether or not the work rate PWSC calculated in step ST106 is equal to or greater than a predetermined value PW. The predetermined value PW will be described later.

  If the work rate PWSC is greater than or equal to the predetermined value PW in step ST107 (if the determination result in step ST107 is YES), the process proceeds to step ST108, and the predetermined value PW2 is obtained from the work rate PWSC calculated in step ST106. The value obtained by integrating the subtracted value for the control period on the time axis with the value obtained by adding to the current accumulated work amount Qsc and the predetermined work amount upper limit value QscMax, the smaller value is newly accumulated. Set as the work amount Qsc.

  The predetermined value PW2 is intended to correct the work rate PWSC, and is normally set to 0. The work amount upper limit value QscMax is set to prevent the accumulated work amount Qsc from continuing to increase. This is because the temperature of the starting clutch 12 (hereinafter referred to as “starting clutch temperature”) TSC does not continue to rise while the starting clutch 12 continues to slide, and the rise is saturated at a certain temperature. is there.

  As described above, the cumulative work amount Qsc is calculated so as to be equal to or greater than the current cumulative work amount. When the work rate / work amount calculation mode is OFF in step ST101 (when the determination result in step ST101 is NO), or when the work rate PWSC is less than the predetermined value PW in step ST107 (determination in step ST107) If the result is NO), the process goes to step ST109 to set the power subtraction value PWDN. The work rate subtraction value PWDN is a value for subtracting the cumulative work amount Qsc. Based on the engine speed NE and the oil temperature OT, the cooling power of the starting clutch 12 by the oil is determined. The power subtraction value PWDN is a value determined based on this cooling power.

  The oil temperature OT is estimated by the CPU 31a as follows. The resistance value of the solenoid is obtained from the current value supplied to the solenoid of the starting clutch oil temperature control device 34 and the voltage value LSV applied to the solenoid, and the temperature of the solenoid is determined based on a table representing the relationship between the resistance value of the solenoid and the temperature. This temperature is estimated as the oil temperature OT.

  After completion of step ST109, the process proceeds to step ST110, where a value obtained by subtracting the work amount obtained by integrating the work rate subtraction value PWDN for the control period on the time axis from the cumulative work amount Qsc is set as a new cumulative work amount Qsc. To do. However, 0 is set when the accumulated work amount Qsc becomes negative. Therefore, the accumulated work amount Qsc is calculated to be equal to or less than the current accumulated work amount.

  As described above, the cumulative work amount Qsc increases in step ST108 and decreases in ST110. When the work rate PWSC of the current control cycle is small, the load on the clutch is low (less heat is generated in the clutch), so that cooling by the oil functions sufficiently, so that it is not necessary to accumulate work (heat accumulated in the clutch) . The predetermined value PW is set to a value that allows this switching.

  When the processes of steps ST105, ST108, and ST110 are finished, the process of FIG. 4 is finished.

  The processing of steps ST106 to ST110 corresponds to the accumulated work amount estimation unit in the present invention.

  FIG. 5 is a flowchart showing the procedure of the control state selection process performed in step ST3 of FIG.

  First, in step ST200, it is determined whether or not the work rate PWSC calculated in step ST106 exceeds a predetermined value PW3. When work rate PWSC does not exceed predetermined value PW3 (when the determination result of step ST200 is NO), the process proceeds to step ST201, a timer value is set based on oil temperature OT, and the process proceeds to step ST202. When work rate PWSC exceeds predetermined value PW3 (when the determination result in step ST200 is YES), the process proceeds to step ST202 without setting the timer value. The reason why the timer value is not set when the time is exceeded will be described later.

  In step ST201, the timer value is set large when the oil temperature OT is low and small when the oil temperature OT is high, and the process proceeds to step ST202. The reason for setting in this way will be described later.

  In step ST202, it is determined whether or not the timer value is zero. When the timer value is not 0 (when the determination result of step ST202 is NO), the process proceeds to step ST203, a predetermined value Qsc1 is set based on the oil temperature OT, and the process proceeds to step ST204. The value of the predetermined value Qsc1 is set large when the oil temperature OT is low and small when the oil temperature OT is high. The reason for setting in this way will be described later.

  In step ST204, it is determined whether or not the cumulative work amount Qsc set in step ST108 or ST110 is larger than the predetermined value Qsc1 set in step ST203. When the accumulated work amount Qsc is not larger than the predetermined value Qsc1 (when the determination result of step ST204 is NO), the process proceeds to step ST205, and the protection control mode is turned off.

  When the timer value is 0 in step ST202 (when the determination result in step ST202 is YES), or when the accumulated work amount Qsc is greater than the predetermined value Qsc1 in step ST204 (when the determination result in step ST204 is YES) ) Proceeds to step ST206 and turns on the protection control mode.

  When the processes of steps ST205 and ST206 are completed, the process proceeds to step ST207, where the timer value is updated, and the process of FIG. The timer value is set to be smaller than the current value. When the current value is 0, 0 is set.

  From the above, the condition for turning on the protection control mode is whether the timer becomes 0 or the accumulated work amount Qsc is larger than the predetermined value Qsc1.

  When the work rate PWSC exceeds a predetermined value PW3 (for example, in a stall state), the timer value is not set and remains the value updated in step ST207. When the stall condition continues, the value of the timer is updated, and after a certain period, the timer becomes zero. That is, the value of the timer means a period during which the stall state can be allowed to continue with respect to the oil temperature OT in a state where the stall state is not established. Therefore, in step ST201, the timer value is set to be large when the oil temperature OT is low and small when the oil temperature OT is high.

  Further, in step ST203, the value of the predetermined value Qsc1 is set to be large when the oil temperature OT is low and small when the oil temperature OT is high. The reason is that the oil temperature OT is high even if the stall state is short. Therefore, since the amount of oil lubrication is small and the cooling power is insufficient, the start clutch 12 is deteriorated. Therefore, it is better to turn on the protection control mode when the oil temperature OT is high. When the oil temperature OT exceeds a predetermined temperature, the protection control mode can be forcibly turned on by setting the predetermined value Qsc1 to 0.

  FIG. 6 is a flowchart showing the procedure of the torque cooperative control process performed in step ST4 of FIG.

  First, in step ST300, it is determined whether or not the preconditions set in steps ST13 and ST18 are in an established state. If in step ST300 (when the determination result in step ST300 is YES), the process proceeds to step ST301. .

  In step ST301, it is determined whether the protection control mode set in steps ST205 and ST206 is on or off. If it is on (when the determination result in step ST301 is YES), the process proceeds to step ST302.

  In step ST302, it is determined whether or not the power PWSC calculated in step ST106 exceeds a predetermined value PW4. If it exceeds (when the determination result in step ST302 is YES), the process proceeds to step ST303. The predetermined value PW4 is set so that it can be determined whether or not the heat generated in the starting clutch 12 in the current control cycle needs to limit the torque of the oil cooling force.

  In step ST303, it is determined whether or not the accelerator pedal required torque TQAP determined according to the depression of the accelerator pedal exceeds the target torque. When accelerator pedal required torque TQAP exceeds the target torque (when the determination result of step ST303 is YES), the process proceeds to step ST304. The target torque is a value determined by the output torque of the engine ENG and the heat resistance performance of the clutch.

  In step ST304, the larger value of the difference value between the previous cooperative torque TQSC and the subtraction value DTQ and the target torque is set as the cooperative torque TQSC, and the process proceeds to step ST305. The subtraction value DTQ is set in advance as a constant value for subtraction.

  In step ST305, the continuous cooperative state is set to ON, and the process proceeds to step ST306. The continuous cooperative state refers to a state in which a torque smaller than the accelerator pedal required torque TQAP is set at the previous cooperative torque setting.

  In step ST306, control is performed so that the total torque of the output torques of the motor MG and the engine ENG becomes the cooperative torque TQSC. When the process of step ST306 ends, the process of FIG. 6 ends.

  When it is determined in step ST303 that the accelerator pedal required torque TQAP does not exceed the target torque (when the determination result in step ST303 is NO), the process proceeds to step ST307, where the accelerator pedal required torque TQAP is set as the cooperative torque TQSC. Set and proceed to step ST308.

  Since step ST308 is a state in which the limitation of the cooperative torque TQSC is not performed, the continuous cooperative state is set to OFF, and the process proceeds to step ST306.

  When the precondition is not satisfied in step ST300 (when the determination result in step ST300 is NO), when the protection control mode is off in step ST301 (when the determination result in step ST301 is NO), the work rate is determined in step ST302. If the PWSC does not exceed the predetermined value PW4 (when the determination result of step ST302 is NO), the process proceeds to step ST309.

  In step ST309, it is determined whether or not it is in a continuous cooperative state, and when it is not in a continuous cooperative state (when the determination result in step ST309 is NO), it is not necessary to limit the output torque, so the process proceeds to step ST307. When in the continuous cooperative state (when the determination result of step ST309 is YES), the process proceeds to step ST310.

  In step ST310, the smaller value of the sum of the previous cooperative torque TQSC and the added value DTQ and the accelerator pedal required torque TQAP is set as the cooperative torque TQSC, and the process proceeds to step ST311. Here, even when there is no need to limit the output torque at the present time, when the output torque is limited at the previous time, the accelerator torque required torque TQAP is set as the cooperative torque TQSC, thereby rapidly increasing the output torque. In order to prevent the change from occurring, the addition value DTQ is set to gradually increase the output torque.

  In step ST311, it is determined whether or not the cooperative torque TQSC set in step ST310 is smaller than the accelerator pedal required torque TQAP. When the cooperative torque TQSC is smaller (when the determination result in step ST311 is YES), the process proceeds to step ST306 and is larger. If (when the decision result in the step ST311 is NO), the process proceeds to the step ST308. That is, when the output torque of the engine ENG is not limited in the current control cycle, the continuous cooperative state is set to OFF.

  The processing of steps ST301 to 304 and steps ST309 to 310 corresponds to the torque output restriction processing in the present invention.

  FIG. 7 is a flowchart showing the procedure of the stall protection mode setting process performed in step ST5 of FIG.

  First, in step ST401, it is determined whether or not the stall protection mode is on. Here, the stall protection mode is a mode set in step ST405 or ST407 described later. When the stall protection mode is on, the stall protection mode is controlled so as to increase the rotational speed Ndr of the input shaft 5 as described later. The If the stall protection mode is off (if the determination result in step ST401 is NO), the process proceeds to step ST402, where it is determined whether or not the precondition is in an established state (step ST402). If the determination result is YES), the process proceeds to step ST403.

  In step ST403, it is determined whether the protection control mode set in step ST205 or ST206 is on or off. If it is on (if the determination result in step ST403 is YES), the process proceeds to step ST404.

  In step ST404, as in step ST107, it is determined whether or not the work rate PWSC calculated in step ST106 is equal to or greater than a predetermined value PW. When the work rate PWSC is equal to or greater than the predetermined value PW (when the determination result in step ST404 is YES), the process proceeds to step ST405, the stall protection mode is turned on, and the control process of FIG. If the precondition is not satisfied in step ST402 (if the determination result in step ST402 is NO), if the protection control mode is OFF in step ST403 (if the determination result in step ST403 is NO), then the work rate is determined in step ST404. If PWSC is not greater than or equal to predetermined value PW (when the determination result in step ST404 is NO), the control process in FIG. 7 is terminated. That is, in this case, the stall protection mode remains off.

  If it is determined in step ST401 that the stall protection mode is set (if the determination result in step ST401 is YES), the process proceeds to step ST406, where it is determined whether or not the starting clutch 12 is in the engaged transition state. When it is determined that the starting clutch 12 is not in the engagement transient state (when the determination result of step ST406 is NO), the process proceeds to step ST407, the stall protection mode is turned off, and the control process of FIG.

  If it is determined in step ST406 that the starting clutch 12 is in the engagement transient state (if the determination result in step ST406 is YES), the process proceeds to step ST408, and whether or not the vehicle speed VEL is equal to or higher than the predetermined speed V1. Determine. Here, the predetermined speed V1 is set to a value (for example, 5 km / h) that can determine whether or not the vehicle is traveling normally. When the vehicle speed VEL is equal to or higher than the predetermined speed V1 (when the determination result of step ST408 is YES), it is determined that the vehicle is traveling, and the control process of FIG. That is, when the start clutch 12 is in the engaged transition state and the vehicle is running (the rotation speed is high), the stall protection mode is kept on to protect the start clutch 12. When vehicle speed VEL is less than predetermined speed V1 (when the determination result of step ST408 is NO), the process proceeds to step ST409.

  In step ST409, the determination result of at least one of “whether the engine speed NE is greater than or equal to the predetermined engine speed NE1” and “whether the throttle valve opening AP is greater than or equal to the predetermined opening AP1” is YES. The engine is stalled, the start clutch 12 needs to be protected, the stall protection mode remains on, and the control process of FIG. 7 is terminated.

  Here, when the predetermined rotational speed NE1 is not running (the vehicle speed VEL is less than the predetermined speed V1) and the rotational speed on the driven side of the start clutch 12 (the rotational speed corresponding to the vehicle speed VEL) is low, the start is started. The rotational speed on the drive side of the clutch 12 is increased, and the rotational speed (for example, 2000 rpm) at which the frictional heat of the starting clutch 12 in the engaged transition state is predicted to be increased is set. Further, the predetermined opening degree AP1 is that the engine rotational speed NE is less than the predetermined rotational speed NE1 at the present time, but the throttle valve opening degree AP is high, and the engine rotational speed NE is increased and the frictional heat of the starting clutch 12 is high. It is set to an opening (for example, 4/8) predicted to be.

  In step ST409, when “the engine speed NE is less than the predetermined engine speed NE1” and “the throttle valve opening AP is less than the predetermined engine opening AP1” (when the determination result in step ST409 is NO), In step ST407, the stall protection mode is turned off and the control process in FIG.

  FIG. 8 is a flowchart showing a procedure of a control process for the starting clutch 12 performed in step ST6 of FIG.

  First, in step ST501, it is determined whether or not the stall protection mode is on. When the stall protection mode is not on (when the determination result of step ST501 is NO), the process proceeds to step ST502, and the normal map indicated by the solid line in FIG. 9 is selected.

  FIG. 9 is a diagram showing the relationship between the rotational speed Ndr of the input shaft 5 (horizontal axis) and the correction coefficient Kpst (vertical axis) of the transmission torque T2 of the start clutch 12. In FIG. The solid line shows the map used when the stall protection mode is off (normal map), the broken line shows the map when creeping when the stall protection mode is on (protection map for creep running), The alternate long and short dash line shows a map (protection map for normal travel) when normal travel (travel by accelerator pedal operation) is performed when the stall protection mode is on.

  As shown in FIG. 9, the protection map for creep travel and the protection map for normal travel are set such that the rotational speed Ndr of the input shaft 5 with respect to the correction coefficient Kpst is higher than that of the normal map. In particular, when the protection map for creep travel is greater than or equal to a predetermined rotation speed N1, or when the protection map for normal travel is greater than or equal to the predetermined rotation speed N2, the input shaft 5 with respect to the correction coefficient Kpst is more effective than the normal map. The rotation speed Ndr is set high. In the normal travel protection map, the rotation speed Ndr of the input shaft 5 with respect to the correction coefficient Kpst is set lower than the creep travel protection map at the predetermined rotation speeds N1 to N3, and after the predetermined rotation speed N3. Then, it is set to the same value as the protection map for creep driving.

  If it is determined in step ST501 that the stall protection mode is on (if the determination result in step ST501 is YES), the process proceeds to step ST503, where it is determined whether or not the throttle valve opening AP is zero. When the throttle valve opening AP is not 0 (when the determination result in step ST503 is NO), the process proceeds to step ST504, and a protection map for normal travel indicated by a one-dot chain line in FIG. 9 is selected. When it is determined in step ST503 that the throttle valve opening AP is 0 (when the determination result in step ST503 is YES), the process proceeds to step ST505, and a protection map for creep travel indicated by a broken line in FIG. select.

  According to the determination in step ST503, the vehicle is traveling or is about to start traveling (throttle valve opening AP is not 0), is creeping or is about to transition to creep traveling (throttle valve opening AP is 0). ). In order to increase the slippage of the starting clutch 12 during creep travel, the clutch engagement pressure during low rotation is set low.

  When the processing of step ST502, ST504 or ST505 is completed, the process proceeds to step ST506, where the correction coefficient Kpst of the transmission torque T2 of the starting clutch 12 is determined based on the map selected in step ST502, ST504 or ST505, and the current rotational speed of the input shaft 5 Determine from Ndr.

  Next, the process proceeds to step ST507, and the basic torque T1 is calculated by the following equation 3 from the correction coefficient Kpst and the torque capacity coefficient K determined in step ST506.

T1 = K × Kpst Equation 3
Here, the torque capacity coefficient K is a value determined in accordance with the difference in the rotational speed between the rotational speed Ndr of the input shaft 5 and the output rotational speed (vehicle speed VEL) of the output shaft rotational sensor 23, and the throttle valve opening AP. is there.

  Next, the process proceeds to step ST508, where the basic torque T1 calculated in step ST507 is corrected by the gear ratio RG of the currently selected gear by the following equation 4 to calculate the transmission torque T2 of the starting clutch 12.

T2 = T1 × RG (Formula 4)
Next, the process proceeds to step ST509, and the hydraulic pressure (starting) acting on the starting clutch 12 is set so that the value of torque transmitted on the driving side and driven side of the starting clutch 12 becomes the value of the transmission torque T2 calculated in step ST508. The engagement pressure of the clutch 12 is controlled. When the transmission torque T2 is increased, the above-described clutch pressure target value PCCMD is increased. That is, by increasing the engagement pressure (clutch pressure target value PCCMD) of the start clutch 12, the slip between the drive side and the driven side of the start clutch 12 is reduced, and transmission between the drive side and the driven side is possible. Torque (transfer torque T2) increases. Thus, there is a correlation between the clutch pressure target value PCCMD and the transmission torque T2, and for example, the correspondence relationship between each other is tabulated and stored in advance in the memory 31b, so that if one is determined, the other can be obtained. It has become.

  When the process of step ST509 ends, the control process of FIG. 8 ends.

  As shown in FIG. 9, when the stall protection mode is on (when the protection map for creep driving or the protection map for normal driving is used), compared to when it is off (when using the normal map). The correction coefficient Kpst for the rotational speed Ndr of the input shaft 5 is set to be small.

  From Equation 3 and Equation 4, the transmission torque T2 decreases as the correction coefficient Kpst decreases. For this reason, when the stall protection mode is on, the transmission torque T2 is small. The reduction in the transmission torque T2 means that the slip between the driving side and the driven side of the starting clutch 12 becomes large. Therefore, in order to keep the rotational speed on the driven side at the same rotational speed as before the transmission torque T2 is reduced, it is necessary to increase the rotational speed on the driving side relative to the rotational speed on the driven side. The number Ndr, that is, the engine speed NE or the motor MG increases. Thereby, the rotation transmitted to the hydraulic pump 35 increases, and the amount of oil (oil supply amount) OS flowing out from the oil tank 36 increases. For this reason, cooling of the starting clutch 12 is promoted.

  The processing of FIG. 8, particularly the processing of ST503 to ST509 when the determination result in step ST501 is YES corresponds to the supply amount increase processing in the present invention.

  Further, since the slip between the driving side and the driven side is increased by reducing the transmission torque T2 as described above, the starting clutch temperature TSC increases due to frictional heat (the work rate PWSC of the starting clutch 12 increases). . For this reason, the protection map for normal travel and the protection map for creep travel use the heat energy (heat generation amount) generated in the start clutch 12 due to the decrease in the transmission torque T2 as the oil supply amount due to the increase in the rotational speed Ndr of the input shaft 5. It is preset so that it can be absorbed by an increase in OS.

  FIG. 10 shows the relationship between the work rate PWSC and the oil supply amount OS. The horizontal axis is the work rate PWSC, and the vertical axis is the oil supply amount OS. The curve indicated by the solid line represents a line connecting points where the heat generation amount of the starting clutch 12 when working at the work rate PWSC and the cooling power by the oil supply amount OS are balanced. From the curve, the upper left region of FIG. 10 is a region where the cooling power is superior to the heat generation amount and the start clutch 12 can be cooled, and the lower right region is a region where the cooling power is inferior to the heat generation amount and heat is accumulated in the start clutch 12.

  Therefore, the protection map for normal travel and the protection map for creep travel are curves in which the oil supply amount OS corresponding to the rotational speed Ndr of the input shaft 5 and the work rate PWSC corresponding to the correction coefficient Kpst are shown in FIG. It is set to be in the upper or upper left area of the curve. Accordingly, as described above, when the protection map for normal travel and the protection map for creep travel are used, it is possible to absorb the heat energy (heat generation amount) generated in the start clutch 12 due to the decrease in the transmission torque T2.

  Further, as described above, the normal travel protection map is set such that the rotation speed Ndr of the input shaft 5 with respect to the correction coefficient Kpst is lower than the creep travel protection map at the predetermined rotation speeds N1 to N3. After the rotation speed N3, the same value as the creep travel protection map is set. As a result, when the vehicle is traveling at a high speed (Ndr ≧ N3), the transmission torque T2 becomes constant and the clutch pressure target value PCCMD becomes constant even when the presence or absence of the accelerator pedal operation is switched. When the vehicle is traveling at a low speed (Ndr <N3), it is desired to increase the slip of the starting clutch 12 during creep traveling, so the transmission torque T2 is decreased and the clutch pressure target value PCCMD is decreased.

  In the present embodiment, the motor MG has a torque characteristic in which the torque decreases when the rotational speed is increased, and the engine ENG has the rotational speed within the rotational speed range when executing the control process of the starting clutch 12. The torque characteristic increases when the torque is increased.

  When the start clutch 12 is controlled to be the transmission torque T2 in step ST509 in FIG. 8, when the stall protection mode is on, in order to increase the rotation speed Ndr of the input shaft 5 compared to when it is off, Increase the rotation speed of the motor MG or the engine ENG. Further, in step ST306 in FIG. 6, control is performed so that the output torque of the motor MG and the engine ENG becomes the cooperative torque TQSC (basically, the output of torque is limited).

  That is, the CPU 31a of the control device 31 performs control to decrease the output torque of the motor MG and the engine ENG as the rotational speed Ndr of the input shaft 5 increases by executing all steps ST1 to ST6 of FIG.

  Therefore, the CPU 31a of the control device 31 increases the rotational speed of the motor MG when increasing the rotational speed Ndr of the input shaft 5. Then, when the output torque of the motor MG decreases due to the increase in the number of rotations, the CPU 31a of the control device 31 determines that the engine ENG does not reduce the total torque of the output torque of the motor MG and the engine ENG to the cooperative torque TQSC. Control is performed to reduce the output torque to the cooperative torque TQSC. As described above, in the present embodiment, the programs are defined so that the processes related to the processes in steps ST1 to ST6 in FIG.

  FIG. 11 shows (a) cooperative torque TQSC and (b) when the starting clutch 12 is in the engagement transient state by the starting clutch control process executed by the CPU 31a of the control device 31 according to the flowcharts of FIGS. The rotational speed Ndr of the input shaft 5, (c) clutch pressure target value PCCMD, (d) oil supply amount OS, (e) work rate PWSC, (f) cumulative work amount Qsc, and (g) start clutch temperature TSC An example of the time change of each value (hereinafter referred to as “pattern”) is shown. The vertical axis in FIG. 11 is the value of each parameter, and the horizontal axis is time.

  After time t0, the rotational speed Ndr of the input shaft 5 gradually increases due to the increase in the rotational speeds of the engine ENG and the motor MG, and other parameters gradually increase accordingly.

  The time t1 indicates the time when the cooperative torque TQSC exceeds TQ1, the time t2 indicates the time when the cumulative work amount Qsc exceeds the value (torque limit execution threshold) Qsc1 for limiting the output torque, and the time t3 Indicates the time when the cooperative torque TQSC is limited to the value of TQ1. Further, the engine speed NE having the same rotational speed as the rotational speed Ndr of the input shaft 5 becomes equal to or higher than the predetermined rotational speed NE1 during the time t1 to t2. Further, P1 in FIG. 11 (c) indicates that the start clutch 12 is completely engaged when the clutch pressure target value PCCMD exceeds the value P1 and it can be assumed that the clutch pressure target value PCCMD does not change for a predetermined time. It is a value that is determined to be in a state.

  Further, after time t2, each parameter has two patterns indicated by a broken line and a solid line. A solid line is a pattern when the output torque of the engine ENG is limited according to the present embodiment and the stall protection mode is on, and a broken line is a pattern when the conventional control is used.

  The cooperative torque TQSC exceeds TQ1 at time t1, but since the cumulative work Qsc does not exceed Qsc1, torque limitation is not performed until time t2. When the cumulative work amount Qsc exceeds Qsc1 at time t2, the determination result in step ST204 of FIG. 5 is YES, and the protection control mode is turned on in step ST206. As a result, the determination results of step ST402 and step ST403 in FIG. 7 are respectively YES (the precondition is satisfied and the protection control mode is on). At this time, when the work rate PWSC is equal to or greater than the predetermined value PW, that is, when the work rate PWSC is determined to increase the cumulative work amount Qsc in step ST107 of FIG. 4, the step of FIG. The determination result in ST404 is YES, and the stall protection mode is turned on.

  When the next control cycle is executed, the stall protection mode is ON (the determination result of step ST401 is YES), the starting clutch 12 is in the engaged transition state (the determination result of step ST406 is YES), and step ST408. Or determination of step ST409 is performed. At this time, as described above, when the vehicle speed VEL is equal to or higher than the predetermined speed V1, the engine speed NE is equal to or higher than the predetermined speed NE1, or the throttle valve opening AP is equal to or higher than the predetermined opening AP1. The stall protection mode remains on. In FIG. 11, after the time t2, the engine speed NE (the speed Ndr of the input shaft 5) is larger than the predetermined speed NE1, so that the stall protection mode is kept on.

  Therefore, after time t2, the transmission torque T2 of the starting clutch 12 is determined based on the normal travel protection map or the creep travel protection map. At this time, the transmission torque T2 is determined to be small, and the rotational speed Ndr of the input shaft 5 is set to be large. As a result, the oil supply amount OS increases as shown in FIG. Further, since the slip of the start clutch 12 becomes large, the work rate PWSC of the start clutch 12 is increased as compared with the conventional case (broken line) as shown in FIG.

  As described above, the protection map for normal travel or the protection map for creep travel is set so as to be able to absorb the heat energy of the starting clutch 12 that is generated when the transmission torque T2 becomes small. Even if it increases, the starting clutch 12 does not accumulate heat. For this reason, even when the cumulative work amount Qsc is increased as shown in FIG. 11F due to the increase in the work rate PWSC than usual, the amount of heat stored in the starting clutch 12 is suppressed. Therefore, as shown in FIG. 11 (g), the start clutch temperature TSC rises more slowly than in the prior art.

  Thus, the accumulated work amount Qsc does not represent the starting clutch temperature TSC itself, but is set to a high value so that the starting clutch 12 can be sufficiently protected from heat. For example, after the stall state continues for a long time, even if the oil supply amount OS is increased due to the increase in the rotational speed Ndr of the input shaft 5 and the cooling power of the start clutch 12 is increased, the accumulation is continued in the continuous stall state. Work has been accumulated. This is because even if the oil that has absorbed the heat energy of the starting clutch 12 is cooled by the oil cooler, it is not necessarily cooled to the oil temperature OT before absorbing the heat energy. By setting the cumulative work amount Qsc in this way, it is possible to suppress an increase in the amount of heat accumulated in the starting clutch 12.

  The work rate PWSC and the accumulated work amount Qsc may be calculated so as to take into account the cooling force of the starting clutch 12 obtained from the oil supply amount OS or the rotation speed Ndr of the input shaft 5.

  As described above, in the present embodiment, in the clutch engagement transition state, when the oil temperature OT is higher than the predetermined value or the accumulated work amount Qsc exceeds the predetermined value Qsc1 determined by the oil temperature OT, the start is started. When the power PWSC of the clutch 12 is high, the output torques of the motor MG and the engine ENG as drive sources are limited, and the rotation speed of the motor MG as the drive source is increased.

  As a result, the torque acting on the starting clutch 12 is reduced, and the rotational speed Ndr of the input shaft 5 is increased to increase the oil supply amount OS, whereby the cooling power of the starting clutch 12 is increased. Can be prevented.

  Further, since the oil supply amount OS can be increased by increasing the rotational speed Ndr of the input shaft 5, the hydraulic pump 35 can be reduced in size. This can prevent an increase in oil friction and a decrease in fuel consumption.

  Further, in this embodiment, the normal travel protection map or the creep travel protection map used when the stall protection mode is on, the oil supply amount OS corresponding to the rotational speed Ndr of the input shaft 5, and the correction The work rate PWSC corresponding to the coefficient Kpst is set so as to absorb the heat energy generated in the starting clutch 12. Specifically, it is set to be on the curve shown in FIG. As a result, when the stall protection mode is on, it is possible to absorb the heat energy (heat generation amount) generated in the start clutch 12 due to the decrease in the transmission torque T2.

  In the present embodiment, the hydraulic pump 35 whose supply amount increases as the engine speed NE increases is configured as the fluid supply means, but is not limited thereto. For example, the fluid supply means may be a pump (electric pump) that operates by electric power configured to be operable independently of the drive source. In this case, if the output torque of the drive source is reduced and control is performed so that the amount of oil supplied from the electric pump is increased, the start clutch 12 which is the effect of the present invention can be protected.

  Moreover, although it is set as the hybrid vehicle provided with the motor MG and the engine ENG as a drive source, it is not restricted to this, What is necessary is just to be able to control output torque. For example, it may be an electric vehicle composed only of motor MG or an engine vehicle composed only of engine ENG. In this case, for example, if the driving source has a torque characteristic in which the rotational speed increases as the torque decreases in the range of the rotational speed of the driving source used when performing the control of FIG. As in this embodiment, the hydraulic pump may be configured such that the amount of oil supplied increases as the rotational speed of the drive source increases. When the drive source is not such a torque characteristic, or when the oil supply amount due to the increase in the rotational speed obtained by the decrease in the torque cannot sufficiently cool the start clutch 12 even if the torque characteristic is such, What is necessary is just to comprise with the pump (electric pump) which operate | moves with the electric power comprised so that operation | movement independent of the drive source was possible.

  ENG ... engine (internal combustion engine), MG ... motor (electric motor), 9 ... driven shaft (starting clutch drive shaft), 12 ... starting clutch, 14 ... output shaft (driven clutch driven shaft), 22 ... driven shaft rotation Sensor (drive shaft rotation speed detection means), 23 ... Output shaft rotation sensor (driven shaft rotation speed detection means), 31 ... Control device (control means), 31a ... CPU (control means, cumulative work amount estimation unit, torque output) Limiting process, supply amount increasing process, driven shaft rotation speed detecting means), 31b... Storage device.

Claims (2)

A control device for controlling connection between both sides by a starting clutch provided between a driving side and a driven side of a vehicle,
Drive shaft rotational speed detection means for detecting the rotational speed of the drive shaft of the starting clutch;
Driven shaft rotational speed detection means for detecting the rotational speed of the driven shaft of the starting clutch;
Fluid supply means for supplying a fluid for cooling the starting clutch;
Control means for controlling the drive source of the vehicle and the fluid supply means,
The drive source is composed of an electric motor and an internal combustion engine,
The fluid supply means is configured to increase the supply amount of the fluid in accordance with an increase in the number of rotations of a drive shaft to which rotation from the drive source is transmitted .
The control means includes a cumulative work amount estimation unit that estimates a cumulative work amount of the start clutch based on pressure acting on the start clutch, the drive shaft rotational speed, and the driven shaft rotational speed,
When the starting clutch is in a transitional transition state and the cumulative work exceeds a predetermined value, a torque output limiting process for limiting the output torque of the electric motor, and increasing the rotational speed of the drive shaft A starting clutch control device that performs a supply amount increase process for increasing a supply amount of fluid supplied by the fluid supply means. The starting clutch control device according to claim 1,
The control means estimates thermal energy generated in the starting clutch in order to estimate the cumulative work by the cumulative work estimation unit,
The starting clutch control device characterized in that, in the supply amount increasing process, the supply amount of the fluid is increased so that the thermal energy is absorbed by the fluid.

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