JP6323436B2 - Powertrain control device with centrifugal pendulum damper - Google Patents

Description

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

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

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

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

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

JP 2014-228209 A

  However, when a connection / disconnection mechanism is provided between the power transmission shaft and the centrifugal pendulum damper as in the prior art described in Patent Document 1, some abnormality occurs in the connection / disconnection mechanism, and the connection / disconnection mechanism can be fastened. If this happens, power will not be transmitted from the power transmission shaft to the centrifugal pendulum damper, and torque fluctuations generated from the engine and transmitted by the power transmission shaft cannot be attenuated by the centrifugal pendulum damper. May occur.

  The present invention has been made in view of the above-described situation regarding the power transmission device with a centrifugal pendulum damper, and even when the connection / disconnection mechanism is abnormal, the occurrence of vibration or the like due to torque fluctuation transmitted by the power transmission shaft is generated. The problem is to prevent it.

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

First, the invention according to claim 1 of the present application is
A powertrain control device with a centrifugal pendulum damper in which a power transmission shaft and a centrifugal pendulum damper are connected via a connection / disconnection mechanism,
An abnormality determination means for determining whether or not the connection / disconnection mechanism is in an abnormal state in which the degree of engagement cannot be increased;
Torque fluctuation suppressing means for suppressing torque fluctuation transmitted by the power transmission shaft when the abnormality determining means determines that the connection / disconnection mechanism is in an abnormal state.

The invention according to claim 2 is a control device for a powertrain with a centrifugal pendulum damper according to claim 1,
The power train has an engine capable of reduced-cylinder operation as a power source,
The centrifugal pendulum damper is set to reduce torque fluctuation that occurs during reduced-cylinder operation of the engine,
The torque fluctuation suppressing means includes a reduced-cylinder operation suppressing means that suppresses the reduced-cylinder operation of the engine when the abnormality determining means determines that the connection / disconnection mechanism is in an abnormal state.

The invention according to claim 3 is the control device for the power train with the centrifugal pendulum damper according to claim 1 or 2,
The power train has a power source and driving wheels,
The power source and the driving wheel are communicated with the power transmission shaft through another connecting / disconnecting mechanism,
The torque fluctuation suppressing means includes fastening suppression means for reducing a fastening degree of the other connecting / disconnecting mechanism when the abnormality determining means determines that the connecting / disconnecting mechanism is in an abnormal state. .

The invention according to claim 4 is the control device for the power train with the centrifugal pendulum damper according to claim 3 ,
The other connecting / disconnecting mechanism is at least one of a connecting / disconnecting mechanism constituting a lock-up clutch and a transmission mechanism.

The invention according to claim 5
The power transmission shaft and the centrifugal pendulum damper are connected via the first connection / disconnection mechanism, and the engine capable of reducing cylinder operation and the drive wheel are connected together with the power transmission shaft via the second connection / disconnection mechanism. A control device for controlling a power train with a centrifugal pendulum damper,
The centrifugal pendulum damper is set to reduce torque fluctuation that occurs during reduced-cylinder operation of the engine,
An abnormality determination means for determining whether or not the first connection / disconnection mechanism is in an abnormal state in which the degree of engagement cannot be increased;
Torque fluctuation suppressing means for suppressing torque fluctuation transmitted by the power transmission shaft when the abnormality determining means determines that the first connecting / disconnecting mechanism is in an abnormal state;
The torque fluctuation suppressing means includes a reduced-cylinder operation suppressing means for suppressing reduced-cylinder operation of the engine when the abnormality determining means determines that the first connecting / disconnecting mechanism is in an abnormal state; And a fastening suppression means for lowering the fastening degree of the connection / disconnection mechanism.

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

  Therefore, according to the first aspect of the invention, it is determined whether or not the connection / disconnection mechanism is in an abnormal state in which the degree of fastening cannot be increased by the abnormality determination means, and the connection / disconnection mechanism is abnormal by the abnormality determination means. The torque fluctuation transmitted by the power transmission shaft is suppressed by the torque fluctuation suppressing means when it is determined that the vehicle is in a state, so that vibration and noise are prevented from being generated in each part of the vehicle due to the torque fluctuation. Can do.

  According to the second aspect of the present invention, the centrifugal pendulum damper is set so as to reduce the torque fluctuation generated during the reduced-cylinder operation of the engine, and the connection / disconnection mechanism is in an abnormal state by the abnormality determination means. Is determined by the reduced-cylinder operation suppressing means, the torque fluctuation caused by the reduced-cylinder operation of the engine can be suppressed, which is caused by the torque fluctuation transmitted by the power transmission shaft. Generation of vibrations and the like can be prevented.

  According to the third aspect of the present invention, when the disconnection mechanism is determined to be in an abnormal state by the abnormality determination unit, the other connection / disconnection provided between the power source and the drive wheel by the fastening suppression unit. Since the degree of fastening of the mechanism is lowered, it is possible to suppress the torque fluctuation generated in the engine from being transmitted to the downstream side of other connecting / disconnecting mechanisms, and even if the connecting / disconnecting mechanism is in an abnormal state, the torque fluctuation is reduced. Occurrence of vibrations and the like due to this can be suppressed.

  According to the invention described in claim 4, since the other connecting / disconnecting mechanism is at least one of the connecting / disconnecting mechanism constituting the lockup clutch and the speed change mechanism, the torque fluctuation generated in the engine is locked up. Transmission to the downstream side of the clutch or the transmission mechanism can be suppressed, and the occurrence of vibration or the like due to torque fluctuation can be suppressed even when the connection / disconnection mechanism is in an abnormal state.

  According to the fifth aspect of the present invention, when the abnormality determining means determines that the first connecting / disconnecting mechanism provided between the power transmission shaft and the centrifugal pendulum damper is in an abnormal state, the reduced cylinder operation is performed. The reduction means suppresses the reduced-cylinder operation of the engine, and the fastening suppression means lowers the degree of fastening of the second connecting / disconnecting mechanism provided between the engine and the drive wheels, so that the torque fluctuation generated in the engine is reduced to the second cutoff. Transmission to the downstream side of the contact mechanism can be suppressed, and even when the first connecting / disconnecting mechanism is in an abnormal state, occurrence of vibration or the like due to torque fluctuation can be suppressed.

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

  Hereinafter, embodiments of the present invention will be described.

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

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

  The torque converter 4 includes a lockup device including a clutch portion 4a and a spring member 4b arranged in series with each other, and a torque converter main body portion 4c arranged in parallel with the lockup device. It arrange | positions in series between the axis | shaft 1a and the input shaft 3b. As a result, the rotation of the output shaft 1a is transmitted to the input shaft 3b side via the clutch portion 4a and the spring member 4b or via the torque converter main body portion 4c. The “input shaft 3b” in this embodiment corresponds to the “power transmission shaft” in claim 1.

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

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

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

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

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

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

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

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

  Further, the power train 10 configured as described above includes the engine 1, the automatic transmission 3, the lockup clutch 4a of the torque converter 4, the clutch mechanism 14 of the centrifugal pendulum damper mechanism 5, and the like. A control unit 100 (not shown in FIG. 1) for comprehensively controlling the above is provided. The control unit 100 includes a microcomputer as a main part.

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

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

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

  Further, the control unit 100 includes, in the engine control unit 110, a reduced cylinder operation suppression unit 115 that suppresses the reduced cylinder operation of the engine 1, a fastening suppression unit 125 that suppresses the engagement of the lockup clutch 4a, and the connection / disconnection. The control unit 130 is provided with an abnormality determination unit 135 that determines whether or not the clutch mechanism 14 is in an abnormal state in which the degree of engagement cannot be increased.

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

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

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

  The reduced-cylinder operation suppression unit 115 suppresses the reduced-cylinder operation of the engine 1 when the abnormality determination unit 135 determines that the clutch mechanism 14 is abnormal. Here, the reduced-cylinder operation is an operation in which any cylinder among a plurality of cylinders constituting the multi-cylinder engine 1 is deactivated. In order to suppress the reduced-cylinder operation, the reduced-cylinder operation is prohibited and all-cylinder operation is performed. And limiting the number of cylinders to be deactivated. Therefore, for example, when the engine 1 is a four-cylinder engine, the two-cylinder operation is stopped and the two-cylinder operation is performed during normal reduced-cylinder operation, and the all-cylinder operation that operates all four cylinders when the reduced-cylinder operation is suppressed. Or one cylinder is deactivated and three cylinders are operated. Further, the reduced-cylinder operation suppression unit 115 may change the operating state of the engine 1 to a reduced-cylinder operation in which vibration is less likely to occur during the reduced-cylinder operation.

  The engagement suppression unit 125 determines that the clutch mechanism 14 is abnormal by the abnormality determination unit 135, suppresses the reduced cylinder operation of the engine 1 by the reduced cylinder operation suppression unit 115, and then determines the degree of engagement of the lockup clutch 4 a. The lock-up clutch 4a is switched from the slip state or the engaged state to the released state.

  The engagement suppression unit 125 is a frictional engagement element that constitutes the speed change mechanism 3a instead of the lockup clutch 4a when the clutch mechanism 14 is abnormal as described above, and is engaged to constitute the current gear stage. It is also possible to reduce the degree of engagement of the friction engagement element that has been made and switch the friction engagement element from the engagement state to the slip state or the release state.

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

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

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

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

  In the present embodiment, the clutch mechanism 14 changes the output torque in the above-described engagement degree control region, as shown in FIG. 3, in the reduced-cylinder operation region in which the reduced-cylinder operation where the reduced-cylinder operation of the engine 1 is performed. Therefore, the clutch mechanism 14 is in the engaged state, and the degree of engagement is controlled so as to be in the slip state in the surrounding area.

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

Furthermore, disengaging the control unit 130, when the engine speed reaches the rotational speed N ₁ in descending from the degree of engagement control region to low speed region, or from the degree of engagement control region of the rotational speed N ₂ during the ascent to the high speed range When it is reached, a determination is made to switch the clutch mechanism 14 from a slip state having a desired degree of engagement to a release state, and based on this determination, control is performed to change the degree of engagement so that the clutch mechanism 14 is switched to the release state.

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

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

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

  First, as shown in FIG. 4, in step S <b> 1, signals output from various sensors are read, and in the next step S <b> 2, the clutch mechanism is based on output signals from the input shaft rotational speed sensor 102 and the pendulum rotational speed sensor 104. 14 is detected, and it is determined based on the detected differential rotation whether the clutch mechanism 14 is in an abnormal state that cannot be controlled to increase the degree of engagement.

  If it is determined in step S2 that the clutch mechanism 14 is in an abnormal state that cannot be controlled to increase the degree of engagement, in step S3, the reduced-cylinder operation of the engine 1 is suppressed, and in the subsequent step S4, the lockup clutch 4a. Is switched from the fastened state to the released state.

  On the other hand, if it is determined in step S2 that the clutch mechanism 14 is not in an abnormal state that cannot be controlled to increase the degree of engagement, that is, it can be normally increased, the process returns to step S1.

  With the above configuration, according to the present embodiment, the centrifugal pendulum damper 13 is set so as to reduce the torque fluctuation that occurs during the reduced-cylinder operation of the engine 1, and the abnormality determination unit 135 causes the clutch mechanism 14 to be in an abnormal state. When it is determined that the reduced cylinder operation of the engine 1 is suppressed by the reduced cylinder operation suppression unit 115, the torque fluctuation caused by the reduced cylinder operation of the engine 1 can be suppressed and transmitted by the input shaft 3b. Occurrence of vibration and the like due to torque fluctuations can be prevented.

  In addition, according to the present embodiment, the lockup clutch 4a provided between the engine 1 and the drive wheels 2 by the fastening suppression unit 125 when the abnormality determination unit 135 determines that the clutch mechanism 14 is in an abnormal state. Since the degree of engagement is lowered, it is possible to suppress the torque fluctuation generated in the engine 1 from being transmitted to the downstream side of the lockup clutch 4a, and even if the clutch mechanism 14 is in an abnormal state, it is caused by the torque fluctuation. Generation | occurrence | production of a vibration etc. can further be suppressed.

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

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

  Moreover, in this embodiment, in order to suppress the torque fluctuation of the engine 1, an example in which the reduced-cylinder operation of the engine 1 is suppressed and the degree of engagement of the lockup clutch 4 a is reduced is described, but the present invention is not limited thereto. For example, any one of suppressing the reduced-cylinder operation of the engine 1 or reducing the degree of engagement of the lock-up clutch 4a may be used.

  In the present embodiment, the example using the torque converter 4 with the lock-up clutch 4a has been described. However, the present invention is not limited to this. For example, the transmission mechanism 3a may be additionally or alternatively to the torque converter 4. A clutch mechanism capable of connecting / disconnecting power transmission to / from the drive wheel 2 is provided, or power transmission between the engine 1 and the speed change mechanism 3a can be connected / disconnected instead of the torque converter 4 for torque converter-less. A simple clutch mechanism may be provided, and the clutch mechanism may be configured to reduce the degree of engagement when determining abnormality as described above.

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

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

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

  As described above, according to the present invention, even when the connection / disconnection mechanism is abnormal, it is possible to prevent the occurrence of vibration or the like due to the torque fluctuation transmitted by the power transmission shaft. Therefore, control of this type of power train with a centrifugal pendulum damper is possible. It may be suitably used in the technical field of manufacturing a device or a vehicle on which the device is mounted.

1 Engine 3a Transmission mechanism 3b Input shaft (power transmission shaft)
4a Lock-up clutch 10 Power train 13 Centrifugal pendulum damper 14 Clutch mechanism (connection / disconnection mechanism)
100 Controller unit (control device)
115 Reduced cylinder operation suppression unit (reduced cylinder operation suppression means)
125 Fastening suppression part (fastening suppression means)
135 Abnormality determination unit (abnormality determination means)

Claims (5)

A powertrain control device with a centrifugal pendulum damper in which a power transmission shaft and a centrifugal pendulum damper are connected via a connection / disconnection mechanism,
An abnormality determination means for determining whether or not the connection / disconnection mechanism is in an abnormal state in which the degree of engagement cannot be increased;
And a torque fluctuation suppressing means for suppressing a torque fluctuation transmitted by the power transmission shaft when the abnormality determining means determines that the connection / disconnection mechanism is in an abnormal state. Powertrain control device with pendulum damper. The power train has an engine capable of reduced-cylinder operation as a power source,
The centrifugal pendulum damper is set to reduce torque fluctuation that occurs during reduced-cylinder operation of the engine,
The torque fluctuation suppressing unit includes a reduced-cylinder operation suppressing unit that suppresses the reduced-cylinder operation of the engine when the abnormality determining unit determines that the connection / disconnection mechanism is in an abnormal state. Item 4. A powertrain control device with a centrifugal pendulum damper according to Item 1. The power train has a power source and driving wheels,
The power source and the driving wheel are communicated with the power transmission shaft through another connecting / disconnecting mechanism,
The torque fluctuation suppressing means includes fastening suppression means for reducing a fastening degree of the other connecting / disconnecting mechanism when the abnormality determining means determines that the connecting / disconnecting mechanism is in an abnormal state. The control apparatus of the power train with a centrifugal pendulum damper of Claim 1 or 2. 4. The control device for a power train with a centrifugal pendulum damper according to claim 3, wherein the other connection / disconnection mechanism is at least one of a connection / disconnection mechanism constituting a lock-up clutch and a transmission mechanism. The power transmission shaft and the centrifugal pendulum damper are connected via the first connection / disconnection mechanism, and the engine capable of reducing cylinder operation and the drive wheel are connected together with the power transmission shaft via the second connection / disconnection mechanism. A powertrain control device with a centrifugal pendulum damper,
The centrifugal pendulum damper is set to reduce torque fluctuation that occurs during reduced-cylinder operation of the engine,
An abnormality determining means for determining whether or not the first connecting / disconnecting mechanism is in an abnormal state in which the degree of engagement cannot be increased;
Torque fluctuation suppressing means for suppressing torque fluctuation transmitted by the power transmission shaft when the abnormality determining means determines that the first connecting / disconnecting mechanism is in an abnormal state;
The torque fluctuation suppressing means includes a reduced-cylinder operation suppressing means for suppressing reduced-cylinder operation of the engine when the abnormality determining means determines that the first connecting / disconnecting mechanism is in an abnormal state; And a fastening suppression means for lowering the fastening degree of the connection / disconnection mechanism of the power supply control device with a centrifugal pendulum damper.

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