JP6327192B2 - Control device for power transmission mechanism for vehicle - Google Patents

Description

  The present invention relates to an apparatus for controlling a mechanism for transmitting power for traveling of a vehicle, and more particularly to a control apparatus for a power transmission mechanism including a selectable one-way clutch.

  An example of a selectable one-way clutch (hereinafter referred to as SOWC) is described in Patent Document 1. The SOWC includes a pocket plate, a notch plate, and a control plate. A recess is formed in the pocket plate on the side of the notch plate, and struts are accommodated in the recess so as to be able to rise and fall. That is, one end of the strut is rotatably attached to the recess, and the other end is pushed to the notch plate side by a spring. A notch into which the other end of the strut enters is formed at a location corresponding to the recess in the notch plate, and an opening is formed at a location corresponding to the recess or notch in the control plate. When this hole matches the position of the recess, the other end of the strut is pushed by the spring and protrudes toward the notch plate, and the other end abuts against the inner wall surface of the notch, Engage with the plate. When the opening is displaced with respect to the position of the recess, the other end of the strut is pushed into the recess by the control plate, and the pocket plate and the notch plate rotate relative to each other.

Special table 2014-526658 gazette

  When the vehicle is turning, a centrifugal force corresponding to the vehicle speed and the turning radius is generated, and a load corresponding to the centrifugal force acts on the above-described SOWC strut. In the configuration described in Patent Document 1, when the load corresponding to the centrifugal force resists the elastic force of the spring, the strut rises toward the notch plate even if the opening is made to coincide with the position of the recess. It can be difficult. On the other hand, when the strut is pushed toward the notch plate by a load corresponding to the centrifugal force in addition to the elastic force of the spring, the strut rises suddenly and the rotational speed difference between the pocket plate and the notch plate is high. And the associated shock may occur.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a control device for a vehicle power transmission mechanism that can suppress malfunction of a selectable one-way clutch.

  In order to achieve the above object, the present invention comprises a first rotating plate and a second rotating plate that are capable of relative rotation, and a side surface of the first rotating plate that faces the second rotating plate and the first rotating plate. An engaging piece for engaging the second rotating plate by selectively projecting to the two rotating plate side and transmitting torque between the first rotating plate and the second rotating plate; and the first rotation An engagement position that is provided between the plate and the second rotating plate and rotates in a predetermined angle range so that the engaging piece protrudes toward the second rotating plate, and the engaging piece is set to the second rotating plate. In a control device for a vehicle power transmission mechanism having a selectable one-way clutch having a switching plate that is moved back to the first rotary plate side and moved to a release position that disengages the second rotary plate. Calculating the centrifugal force accompanying the turning of the engagement piece, When the calculated centrifugal force is greater than a predetermined threshold when a command signal for projecting toward the second rotating plate and engaging with the second rotating plate is output, the engagement piece and the It is configured to prohibit engagement with the second rotating plate.

  According to this invention, when a command signal for engaging the engagement piece and the second rotating plate is output, when the centrifugal force generated in the vehicle as the vehicle turns is greater than a threshold value. The engagement between the engaging piece and the second rotating plate is prohibited. That is, when the load according to the centrifugal force resists the load that causes the engagement piece to protrude toward the second rotating plate, the selectable one-way clutch is maintained in the released state. Therefore, the engagement piece is unlikely to rise to the second rotating plate side, and it is possible to prevent the selectable one-way clutch from being accidentally released. Further, when the engagement piece protrudes toward the second rotation plate due to the resultant force of the load that causes the engagement piece to protrude toward the second rotation plate and the load corresponding to the centrifugal force, the selectable one-way clutch is released. Maintained. In this case, it can be avoided in advance that the engaging piece suddenly rises to the second rotating plate side and engages in a state where the difference in rotational speed between the first rotating plate and the second rotating plate is high. As a result, malfunction of SOWC can be suppressed.

It is a flowchart for demonstrating an example of the control performed with the control apparatus which concerns on this invention. It is sectional drawing which shows a part of SOWC in this invention. It is a figure which shows a part of power transmission mechanism of the hybrid vehicle which can be made into object by this invention.

  Next, the present invention will be specifically described. The present invention can be applied to a control device that targets a power transmission mechanism in a hybrid vehicle. FIG. 3 shows a part of a power transmission mechanism of a hybrid vehicle that can be a subject of the present invention. The engine 1 as a driving force source, a first motor (MG1) 2 having a power generation function, And a second motor (MG2) having a power generation function. The first motor 2 mainly controls the rotation speed of the engine 1 and cranks the engine 1, and is connected to the power split mechanism 3 together with the engine 1. In the example shown in FIG. 3, the power split mechanism 3 is configured by a single pinion type planetary gear mechanism having the sun gear 4, the carrier 5, and the ring gear 6 as rotating elements, and the first motor 2 is connected to the sun gear 4. The output shaft of the engine 1 is coupled to the ring gear 6 as an output element. An output gear 7 is attached to the ring gear 6 as an output member, and the output gear 7 is connected to drive wheels (not shown). The second motor mainly functions as a driving force source for traveling and is configured to transmit torque to the driving wheels.

  The power transmission mechanism has an overdrive mechanism 8, and the overdrive mechanism 8 is configured to be selectively locked by a selectable one-way clutch (hereinafter referred to as SOWC) 9. In the example shown in FIG. 3, the overdrive mechanism 8 is constituted by a double pinion type planetary gear mechanism, and the carrier 5 in the power split mechanism 3 described above is connected to the carrier 10, and the engine 1 is connected to these carriers 5 and 10. The output torque is transmitted. Further, the sun gear 4 in the power split mechanism 3 is connected to the sun gear 11, and the torque of the first motor 2 is transmitted to these sun gears 4 and 11. Further, the SOWC 9 is disposed between the ring gear 12 and the casing 13, and is configured to prevent the rotation of the ring gear 12 in a predetermined direction by the SOWC 9 and set an overdrive state. This SOWC 9 does not transmit torque by enabling relative rotation in either the forward or reverse direction in the released state, and prevents relative rotation in either the forward or reverse direction in the engaged state and prevents torque in the relative rotational direction. It is configured to transmit and to allow relative rotation in the opposite direction and not transmit torque. Here, the positive rotation is rotation in the same direction as the rotation direction of the engine 1, and the reverse rotation or negative rotation is rotation in the direction opposite to the rotation direction of the engine 1.

  FIG. 2 is a sectional view showing a part of the SOWC in the present invention. The SOWC 9 includes a pocket plate 14, a selector plate 15, and a notch plate 16, and the pocket plate 14 has a flange-like portion directed toward the inner peripheral side at one end portion of the cylindrical portion, and the cylindrical portion includes The selector plate 15 and the notch plate 16 are accommodated in the order listed here, and the snap ring 17 is attached to the opening end of the cylindrical portion, so that the three of the pocket plate 14, the selector plate 15 and the notch plate 16 can be obtained. It is assembled together. The pocket plate 14 is attached to the casing 13 via a spline, for example, and the notch plate 16 is connected to the ring gear 12 of the overdrive mechanism 8.

  The pocket plate 14 corresponds to the first rotating plate in the embodiment of the present invention. As shown in FIG. 2, a plurality of pockets 18 recessed in the axial direction on the inner surface of the flange-shaped portion, that is, the surface on the notch plate 16 side. The strut 19 is accommodated in such a manner that it can be raised and lowered. The strut 19 is a member corresponding to the engagement piece in the embodiment of the present invention, has a substantially rectangular shape as a whole, and rotates in the pocket 18 so as to rotate around a support pin 20 provided at one end portion 19A thereof. Is arranged. The strut 19 rotates around the support pin 20 so that the other end 19B is in a depressed state in which it fits in the pocket 18, and the other end 19B protrudes from the pocket 18 toward the notch plate 16 side. It is configured to change. An actuating mechanism 21 for performing such an operation is disposed in the pocket 18.

  The selector plate 15 corresponds to the switching plate in the embodiment of the present invention, is an annular member having substantially the same shape as the flange-shaped portion of the pocket plate 14, and has a window hole 22 at a position corresponding to the pocket 18 or the strut 19. Is formed penetrating in the thickness direction. The selector plate 15 is rotatably held with respect to the pocket plate 14. When the window hole 22 coincides with the position of the strut 19, the other end 19 </ b> B of the strut 19 is pushed by the operating mechanism 21. The strut 19 is pushed into the pocket 18 by the selector plate 15 when the window hole 22 is displaced with respect to the position of the strut 19 and the pocket 18 is closed by the selector plate 15. ing.

  The notch plate 16 is an annular member corresponding to the second rotating plate in the embodiment of the present invention. The notch plate 16 has a concave portion corresponding to the pocket 18 or the strut 19 on the surface on the pocket plate 14 side. A notch 23 is formed. The notch 23 is a recess for allowing the other end portion 19B of the strut 19 protruding through the window hole 22 to protrude toward the notch plate 16, and the end portion of the strut 19 is formed on the inner wall surface facing the end portion 19B of the strut 19. 19B is abutted. Further, the selector plate 15 is set to an engagement position where the window hole 22 coincides with the strut 19 and the strut 19 protrudes toward the notch plate 16 and a release position where the window hole 22 covers the pocket 18 and removes the strut 19 from the notch 23. There is provided an actuator (not shown) for switching the operation.

  Further, an electronic control unit (ECU) 24 for controlling the output, start and stop of the engine 1, engagement and release of the SOWC 9, etc. is provided. The ECU 24 is configured mainly with a microcomputer, and is configured to perform an operation using input data or stored data, and output the operation result as a control command signal. Examples of the above input data include a steering angle sensor 25 for detecting the steering angle of the steering wheel, an acceleration sensor 26 for detecting the acceleration in the longitudinal direction of the vehicle and the acceleration in the width direction (axle direction), and the rotational speed of the wheel. These are a detection signal from the vehicle speed sensor 27 for obtaining the vehicle speed, information relating to a travel route from the navigation system 28, that is, map information.

  The control device according to the present invention is configured to execute the control described below when the hybrid vehicle is traveling. FIG. 1 is a flowchart for explaining an example of the control, and the routine shown here is repeatedly executed every predetermined short time. In step S1, various information from the steering angle sensor 25, the acceleration sensor 26, the vehicle speed sensor 27, the navigation system 28, and the like is acquired. When the hybrid vehicle is turning, centrifugal force is generated according to the vehicle speed, the turning radius of the hybrid vehicle, and the like. Therefore, the centrifugal force CF generated in the strut 19 is calculated so that the centrifugal force accompanying the turning of the hybrid vehicle, that is, the strut 19 of the SOWC 9 approaches and separates from the notch plate 16 based on the various information described above (step S2).

  Next, it is determined whether or not the centrifugal force CF generated in the strut 19 exceeds the threshold value α (step S3). This threshold value α is an upper limit value of the centrifugal force at which the SOWC 9 can be engaged and released as expected even when the centrifugal force CF, that is, a load corresponding to the centrifugal force CF is applied to the strut 19. Can be obtained in advance by experiments. If the determination in step S3 is affirmative, engagement of the SOWC 9 is prohibited (step S4). For example, a so-called prohibition flag that prohibits the engagement of the SOWC 9 is turned on. Therefore, even if a command signal for switching the SOWC 9 from the released state to the engaged state is output from the ECU 24, the SOWC 9 is maintained in the released state because the so-called prohibition flag is turned on. On the other hand, if a negative determination is made in step S3, engagement of SOWC 9 is permitted (step S5). That is, when the prohibition flag described above is turned off, the overdrive mechanism 8 can be locked and the overdrive state can be set. After executing the control of step S4 and step S5, the process returns.

  Thus, in the control device according to the present invention, for example, the centrifugal force CF generated in the strut 19 of the SOWC 9 when the hybrid vehicle turns at a high speed to the left in the width direction of the vehicle shown in FIG. 3 and sets the overdrive state. Is over the threshold value α, the engagement of the SOWC 9 is prohibited as described above. Therefore, it can be suppressed that the strut 19 is pushed back into the pocket 18 by a load corresponding to the centrifugal force CF, and the SOWC 9 becomes a so-called erroneous release. In addition, when the centrifugal force CF exceeds the threshold value α when the hybrid vehicle turns to the right side in the vehicle width direction shown in FIG. 3, the engagement of the SOWC 9 is similarly prohibited. In this case, the strut 19 suddenly rises due to the combined force of the load of the operating mechanism 21 and the load corresponding to the centrifugal force CF, and the rotational speed difference between the pocket plate 14 and the notch plate 16 of the SOWC 9 is high. In combination, the occurrence of shock can be suppressed. Therefore, according to the control device of the present invention, it is possible to prevent the SOWC 9 from malfunctioning, and it is possible to prevent the shock and deformation of the strut 19 and the pocket 18 from occurring and the durability of the SOWC 9 from being lowered.

  9 ... Selectable one-way clutch (SOWC), 14 ... Pocket plate (first rotating plate), 15 ... Selector plate (switching plate), 16 ... Notch plate (second rotating plate), 19 ... Strut (engaging piece), CF …Centrifugal force.

Claims (1)

The first rotating plate and the second rotating plate that can rotate relative to each other, and the first rotating plate that is held on a side surface of the first rotating plate that faces the second rotating plate and that selectively protrudes toward the second rotating plate. An engagement piece that engages with a second rotating plate to transmit torque between the first rotating plate and the second rotating plate, and is provided between the first rotating plate and the second rotating plate. An engagement position that causes the engagement piece to protrude toward the second rotation plate by rotating within a predetermined angle range, and the engagement piece is retracted from the second rotation plate toward the first rotation plate, and the first In a control device for a vehicle power transmission mechanism including a selectable one-way clutch having a switching plate that is moved to a release position for disengaging the two-rotating plate.
Calculate the centrifugal force as the vehicle turns,
When the calculated centrifugal force is larger than a predetermined threshold when a command signal for causing the engaging piece to protrude toward the second rotating plate and engaging with the second rotating plate is output, A control device for a vehicle power transmission mechanism, wherein the engagement piece and the second rotating plate are prohibited from engaging with each other.

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