JP6717683B2 - Power on/off control device and power on/off control system - Google Patents

Description

The present invention relates to a power on/off control device and a power on/off control system.

BACKGROUND ART Conventionally, research and development have been conducted on a power interrupting technique for controlling transmission of power generated from a power generator. As the power connection/disconnection technology, there is a technology related to a clutch in an automobile. The clutch gradually transmits the torque from the input side to the output side by sliding the input/output surface, and is finally engaged. However, during engagement, the clutch may be deteriorated or damaged due to friction.

On the other hand, in recent years, a technique for suppressing deterioration of the clutch due to frictional heat at the time of engagement has been developed. For example, there is a technique of switching the clutch to be slip-engaged by shifting when the temperature of the clutch that is engaged by sliding (hereinafter, also referred to as slip-engagement) exceeds a predetermined value (Patent Document 1). Further, there is a technique of suppressing differential rotation in the clutch when the integrated value of the heat generation amount of the clutch during slipping engagement exceeds a set value (Patent Document 2). It is considered that these can suppress deterioration or damage due to heat of the clutch that is slip-engaged.

JP, 2010-149629, A JP, 2010-190254, A

However, the conventional techniques represented by the techniques disclosed in Patent Documents 1 and 2 have a problem that the cost may increase or the transmitted power may decrease. For example, in the technique disclosed in Patent Document 1, it is necessary to prepare a plurality of clutches having different heat resistances, which increases the cost. Further, in the technique disclosed in Patent Document 2, since the differential rotation in the clutch is suppressed, the torque transmitted by the clutch is reduced.

Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to improve durability of a clutch while suppressing an increase in cost and a decrease in transmission torque. To provide a mechanism.

In order to solve the above-mentioned problems, according to one aspect of the present invention, at least the first clutch of a first clutch and a second clutch provided on a path through which power is transmitted generates heat during clutch engagement. And a first command for controlling differential rotations in the first clutch and the second clutch based on the calculated heat generation amount information. And a control unit for controlling the power interruption control device.

Further, in the power on/off control system, the second clutch is arranged closer to the output shaft than the first clutch, and is arranged between the first clutch and the second clutch. And a motor for applying torque to the intermediate shaft, wherein the control unit controls the heat generation amount of the first clutch estimated by the calculation unit to be equal to or less than the threshold value when the vehicle starts. In some cases, the second clutch is put into an engaged state, and a command to perform only the slip engagement of the first clutch is output while maintaining the state where the addition of the torque to the intermediate shaft of the motor is stopped, When the calorific value of the first clutch estimated by the calculation unit is larger than the threshold value, the first clutch and the second clutch are slip-engaged and torque is applied to the intermediate shaft of the motor. You may output the command which performs .

Further, in order to solve the above-mentioned problems, according to another aspect of the present invention, an input shaft, which is provided on a path for transmitting power generated by a power generation device to drive wheels, and to which the power is input, the power A power discontinuity control system for a vehicle, comprising: an output shaft that outputs a first clutch; and a first clutch and a second clutch that are arranged between the input shaft and the output shaft. A calculation unit that calculates heat generation amount information that estimates the heat generation amount, and a control that outputs a command that controls the differential rotation in the first clutch and the second clutch based on the calculated heat generation amount information And a calculating unit for the first clutch when the vehicle is started when the vehicle is started only by slip-engaging the first clutch with the second clutch in the engaged state. The heat generation amount is estimated based on the differential rotation at the input/output of the first clutch and the torque transmitted by the first clutch, and the control unit calculates the heat generation amount of the first clutch estimated by the calculation unit. Is less than or equal to a predetermined threshold value, outputs a command for maintaining the second clutch in the engaged state and performing only the slip engagement of the first clutch at the start, and the calculation unit estimates the first value. A power on/off control system is provided that outputs a command to perform slip engagement of the first clutch and the second clutch when the vehicle starts to move when the heat generation amount of the first clutch is larger than the threshold value.

Further, in the power on/off control system, the second clutch is arranged closer to the output shaft than the first clutch, and is arranged between the first clutch and the second clutch. And a motor for applying torque to the intermediate shaft,
When the vehicle starts, the control unit sets the second clutch to the engaged state when the heat generation amount of the first clutch estimated by the calculation unit is equal to or less than the threshold value, and the intermediate position of the motor. When a command to perform only slip-engagement of the first clutch is output while maintaining the state where the addition of the torque to the shaft is stopped, and the calorific value of the first clutch estimated by the calculation unit is larger than the threshold value May output a command to perform slip engagement of the first clutch and the second clutch and to apply torque to the intermediate shaft of the motor .

As described above, according to the present invention, there is provided a mechanism capable of improving the durability of the clutch while suppressing an increase in cost and a decrease in transmission torque.

It is a figure showing an example of whole composition of a vehicle control system concerning one embodiment of the present invention. It is a block diagram showing an example of a schematic functional configuration of a power on/off control device according to an embodiment of the present invention. It is a flow chart which shows an example of the whole processing of the power intermittent control device concerning one embodiment of the present invention notionally. 3 is a flowchart conceptually showing an example of clutch differential rotation control processing of the power on/off control device according to one embodiment of the present invention. It is a graph for explaining the operation of the conventional power on/off control system. It is a graph for explaining the operation of the power on/off control system according to the embodiment of the present invention. 8 is a flowchart conceptually showing an example of clutch differential rotation control processing in a power on/off control device according to a modified example of one embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the present specification and the drawings, constituent elements having substantially the same functional configuration are designated by the same reference numerals, and a duplicate description will be omitted.

<1. One Embodiment of the Present Invention>
First, a vehicle control system 1 according to an embodiment of the present invention will be described.

<1.1. System configuration>
First, with reference to FIG. 1, an overall configuration of a vehicle control system 1 including a power on/off control system according to an embodiment of the present invention will be described. FIG. 1 is a diagram showing an example of the overall configuration of a vehicle control system 1 according to an embodiment of the present invention.

FIG. 1 shows a vehicle control system 1 for a hybrid vehicle. The vehicle control system 1 includes an engine 10, a first motor generator 20, and a second motor generator 24, and uses the engine 10, the first motor generator 20, and the second motor generator 24 together as a drive source. It is a possible power unit. In the vehicle control system 1, the vehicle driving force is controlled while switching between the engine running mode, the single motor EV running mode, the twin motor EV running mode, and the hybrid running mode.

The engine running mode is a mode in which the vehicle is driven by the output of the engine 10. The single motor EV traveling mode is a mode in which the vehicle is driven by the output of the second motor generator 24. The twin motor EV traveling mode is a mode in which the vehicle is driven by the outputs of the first motor generator 20 and the second motor generator 24. The hybrid travel mode is a mode in which the vehicle is driven by the output of at least one of the first motor generator 20 and the second motor generator 24 and the output of the engine 10.

The engine 10 is an internal combustion engine that produces torque using gasoline or the like as fuel, and has a crankshaft 11 as an output shaft. The crankshaft 11 is extended in the automatic transmission 30 as a power intermittent control system. A gear type oil pump 15 is connected to the crankshaft 11. The oil pump 15 may be connected to an axle (not shown), the primary shaft 34 or the secondary shaft 36 of the CVT 31 via a gear mechanism (not shown). When the oil pump 15 is connected to the axle, the rotation of the drive wheels (wheels) 80 can also drive the oil pump 15. When the oil pump 15 is connected to the primary shaft 34 or the secondary shaft 36, the oil pump 15 is also rotated by the rotation of the drive wheels 80 while the second transmission clutch 46 serving as the second clutch is engaged. Can be driven. The oil pump 15 is driven by the torque of the engine 10 or the rotation of the drive wheels 80 to supply hydraulic oil to the automatic transmission 30. The hydraulic oil supplied to the automatic transmission 30 is used as hydraulic oil for operating the CVT 31 and each clutch. The automatic transmission device 30 includes a first motor generator 20, a second motor generator 24, and a continuously variable transmission (CVT) 31 as an automatic transmission.

The engine 10 and the first motor generator 20 are arranged in series via an engine clutch 42. Specifically, an engine clutch 42 that engages or disengages the crankshaft 11 and the motor shaft 21 is provided between the crankshaft 11 of the engine 10 and the motor shaft 21 of the first motor generator 20. ing. Power can be transmitted between the crankshaft 11 and the motor shaft 21 when the engine clutch 42 is in the engaged state.

The first motor generator 20 is, for example, a three-phase AC motor, and is connected to the high voltage battery 50 via an inverter 70. The first motor generator 20 has a function as a drive motor that is driven (power running) by using the electric power of the high-voltage battery 50 to generate the driving force of the vehicle, and is driven by using the torque of the engine 10 to generate electric power. It has a function as a generator and a function as a generator that is regeneratively driven when the vehicle is decelerated to generate electric power by using the kinetic energy of the drive wheels 80. Further, the first motor generator 20 has both a function as a starter motor for starting or stopping the engine 10 and a function as a motor for rotationally driving the oil pump 28 connected to the motor shaft 21.

When the first motor generator 20 is caused to function as a starter motor, a drive motor, or a drive motor for the oil pump 28, the inverter 70 converts the DC power supplied from the high-voltage battery 50 into AC power, and the first motor generator. Drive 20. When the first motor generator 20 is caused to function as a generator, the inverter 70 converts the AC power generated by the first motor generator 20 into DC power and charges the high voltage battery 50.

As described above, in the vehicle control system 1 according to the present embodiment, power is transmitted between the crankshaft 11 and the motor shaft 21 not by the torque converter but by the engine clutch 42. Therefore, when the first motor generator 20 functions as a drive motor, the torque from the first motor generator 20 is consumed by the engine 10 by completely disconnecting the first motor generator 20 and the engine 10. Never. Thereby, it is possible to suppress a decrease in the efficiency of the first motor generator 20.

A gear type oil pump 28 is connected to the motor shaft 21 of the first motor generator 20. The oil pump 28 is rotationally driven by the rotation of the motor shaft 21, and supplies hydraulic oil to the CVT 31 and each clutch. The oil pump 28 is configured as an electric oil pump driven by the first motor generator 20. The motor shaft 21 of the first motor generator 20 is connected to the primary shaft 34 of the CVT 31 via a first transmission clutch 44 as a first clutch. The first transmission clutch 44 engages or disengages between the motor shaft 21 and the primary shaft 34. Power can be transmitted between the motor shaft 21 and the primary shaft 34 when the first transmission clutch 44 is in the engaged state.

The CVT 31 has a primary shaft 34 and a secondary shaft 36 arranged parallel to the primary shaft 34. The primary pulley 33 is fixed to the primary shaft 34, and the secondary pulley 35 is fixed to the secondary shaft 36. A winding type torque transmission member 37 made of a belt or a chain is wound around the primary pulley 33 and the secondary pulley 35. The CVT 31 changes the winding ratio of the torque transmission member 37 on the primary pulley 33 and the secondary pulley 35 to change the pulley ratio, so that the CVT 31 has an arbitrary gear ratio between the primary shaft 34 and the secondary shaft 36. The converted torque is transmitted.

The secondary shaft 36 is connected to the motor shaft 25 of the second motor generator 24 via the second transmission clutch 46. The second transmission clutch 46 engages or disengages between the secondary shaft 36 and the motor shaft 25. When the second transmission clutch 46 is in the engaged state, power can be transmitted between the secondary shaft 36 and the motor shaft 25. The motor shaft 25 of the second motor generator 24 is connected to the drive wheel 80 via a reduction gear and a drive shaft (not shown), and the torque output via the motor shaft 25 can be transmitted to the drive wheel 80 as a driving force. It has become. The motor shaft 25 may be connected to a differential gear (not shown) so that the driving force is distributed to the front wheels and the rear wheels.

The second motor generator 24 is connected to the engine 10 via the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46. The second motor generator 24, like the first motor generator 20, is a three-phase AC motor, and is connected to the high-voltage battery 50 via the inverter 70. The second motor generator 24 has a function as a drive motor that is driven (power running) by using the electric power of the high-voltage battery 50 to generate a driving force of the vehicle, and is regeneratively driven when the vehicle is decelerated to drive the driving wheel 80. It has a function as a generator that generates electricity using kinetic energy.

When the second motor generator 24 is made to function as a drive motor, the inverter 70 converts the DC power supplied from the high voltage battery 50 into AC power and drives the second motor generator 24. When the second motor generator 24 is made to function as a generator, the inverter 70 converts the AC power generated by the second motor generator 24 into DC power and charges the high voltage battery 50. The rated output of the second motor generator 24 and the rated output of the first motor generator 20 may be the same or may be different.

A low voltage battery 60 is connected via a DC/DC converter 55 to the high voltage battery 50 connected to the first motor generator 20 and the second motor generator 24 via the inverter 70. The high-voltage battery 50 is, for example, a chargeable/dischargeable battery whose rated voltage is 200V, and the low-voltage battery 60 is, for example, a chargeable/dischargeable battery whose rated voltage is 12V. The low voltage battery 60 is used as a main power source of a hybrid vehicle system. The DC/DC converter 55 reduces the voltage of the DC power of the high voltage battery 50 and supplies the charging power to the low voltage battery 60.

The engine 10 is controlled by an engine control unit (engine ECU (Electronic Control Unit)) 200. The automatic transmission 30 is controlled by a transmission control unit (transmission ECU) 300 as a power on/off control device as a power on/off system. The first motor generator 20 and the second motor generator 24 are controlled by a motor control unit (motor ECU) 400. These engine ECU 200, transmission ECU 300, and motor ECU 400 are connected to a hybrid control unit (hybrid ECU) 100 that integrally controls the entire system. The hybrid ECU 100 uses the engine ECU 200, the transmission ECU 300, the motor ECU 400, and the like to perform vehicle traveling control or deceleration control, or charge control of the high-voltage battery 50.

Each ECU includes various interfaces such as a microcomputer or peripheral devices. The respective ECUs are connected so as to be capable of bidirectional communication via a communication line such as CAN (Controller Area Network), for example, and mutually communicate control information and various kinds of information related to a control target. The outline of the function of each ECU will be described below.

Engine ECU 200 receives the control command from hybrid ECU 100 and controls engine 10 so that the output of engine 10 becomes the control command value. Specifically, engine ECU 200 calculates a control amount such as a throttle opening, an ignition timing, and a fuel injection amount, based on information detected by various sensors provided in engine 10. The engine ECU 200 drives the actuators related to the throttle valve, the spark plug, the fuel injection valve and the like based on the calculated control amount.

The motor ECU 400 receives the control command from the hybrid ECU 100, and the first motor generator 20 or the first motor generator 20 or the first motor generator 20 via the inverter 70 so that the output of the first motor generator 20 or the second motor generator 24 becomes the control command value. The two motor generators 24 are controlled respectively. Specifically, motor ECU 400 outputs a current command or a voltage command to inverter 70 based on information such as the rotation speed of first motor generator 20 or second motor generator 24, voltage, and current.

Transmission ECU 300 receives the control command from hybrid ECU 100, determines the gear ratio of CVT 31, and controls the gear ratio to an appropriate gear ratio according to the operating state. For example, the transmission ECU 300 controls the gear ratio of the CVT 31 by controlling the hydraulic pressure and adjusting the pulley ratio. Further, the transmission ECU 300 receives the control command from the hybrid ECU 100 and controls the engine clutch 42, the first transmission clutch 44, the second transmission clutch 46, and the like to switch the traveling mode. For example, the transmission ECU 300 controls the connection/disconnection of each clutch by controlling the hydraulic pressure.

In the engine running mode, transmission ECU 300 engages all of engine clutch 42, first transmission clutch 44, and second transmission clutch 46 to transmit the torque from engine 10 to CVT 31. Then, transmission ECU 300 causes CVT 31 to convert the torque from engine 10 at a predetermined gear ratio and transmit it to drive wheels 80.

In the single motor EV traveling mode, transmission ECU 300 disengages all of engine clutch 42, first transmission clutch 44 and second transmission clutch 46 to transmit torque from second motor generator 24 to drive wheels 80. Let Alternatively, in the single travel mode, transmission ECU 300 engages first transmission clutch 44 and second transmission clutch 46 to drive the torque from first motor generator 20 via CVT 31 and motor shaft 25. It may be transmitted to the wheel 80.

In the twin motor EV traveling mode, transmission ECU 300 engages first transmission clutch 44 and second transmission clutch 46 to transmit the torque from first motor generator 20 to CVT 31. Then, transmission ECU 300 transmits the torque from first motor generator 20 to motor shaft 25 via CVT 31, and transmits it to drive wheel 80 together with the torque of second motor generator 24.

In the hybrid travel mode, transmission ECU 300 engages engine clutch 42, first transmission clutch 44, and second transmission clutch 46 to transmit torque from engine 10 to CVT 31. Then, transmission ECU 300 converts the torque transmitted to CVT 31 at a predetermined gear ratio, and transmits it to the drive wheels together with the torque of second motor generator 24 via motor shaft 25.

Further, transmission ECU 300 engages engine clutch 42 when starting engine 10, and causes engine 10 to crank by the torque of first motor generator 20. At this time, transmission ECU 300 disengages first transmission clutch 44 before engaging engine clutch 42 so that longitudinal vibration of the vehicle does not occur due to differential rotation between engine 10 and first motor generator 20.

In the vehicle control system 1 according to the present embodiment, the regenerative braking force can be generated by regeneratively driving the second motor generator 24 during deceleration of the vehicle in all traveling modes. In the engine running mode, the twin motor EV running mode, and the hybrid running mode, the regenerative braking force can be generated by regeneratively driving the first motor generator 20 during deceleration of the vehicle. Further, in the single motor EV traveling mode or the hybrid traveling mode, the first motor generator 20 can be caused to generate electric power by part or all of the torque from the engine 10. Further, in the engine running mode, the first motor generator 20 can be caused to generate electric power by part of the torque from the engine 10.

Further, in the vehicle control system 1 according to the present embodiment, the first motor generator 20 has a function as a starter motor of the engine 10. Therefore, the conventional starter motor used only when the engine 10 is started or stopped can be omitted. Further, the first motor generator 20 has a function as an electric oil pump integrally with the oil pump 28. Therefore, the conventional electric oil pump used only when the engine 10 or the drive wheels 80 are stopped and the hydraulic oil pressure of the gear type oil pump 15 cannot be generated can be omitted.

Further, in the vehicle control system 1 according to the present embodiment, the first motor generator 20 is connected to the primary pulley 33 of the CVT 31 via the first transmission clutch 44, and the first The motor generator 20 can function as a drive motor. Therefore, the power performance of the vehicle can be improved. Furthermore, when the output of the engine 10 has an excessive torque while the torque is being generated in the engine 10, the first motor generator 20 can be made to function as a generator. Therefore, the fuel efficiency performance of the vehicle can be improved.

<1.2. Configuration of control device>
Next, with reference to FIG. 2, a functional configuration of the power on/off control device 300 (transmission ECU 300) will be described. FIG. 2 is a block diagram showing an example of a schematic functional configuration of the power on/off control device 300 according to the embodiment of the present invention. Here, only some of the functions of the power on/off control device 300 will be described.

As shown in FIG. 2, the power on/off control device 300 includes a calculation unit 302 and a control unit 304.

(Calculator)
The calculation unit 302, as a calculation unit, calculates heat generation amount information regarding the clutch. Specifically, the calculation unit 302 calculates heat generation amount information that estimates the heat generation amount in clutch engagement. Specifically, the calculation unit 302 calculates an integrated value of heat generation amount (hereinafter, also referred to as integrated heat generation amount) in clutch engagement for each of the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46. .. For example, the calculation unit 302 acquires transmission torque information regarding the torque transmitted from the hybrid ECU 100 to the clutch. In addition, the calculation unit 302, based on the rotation speed information input from the sensor 90 that measures the input/output rotation of each clutch, the input/output differential rotation of each clutch (hereinafter, also referred to as the differential rotation in the clutch). Are calculated respectively. Then, the calculation unit 302 calculates the heat generation amount by multiplying the transmission torque at each time point and the differential rotation speed of the clutch, and integrates the calculated heat generation amount. Note that the calculation unit 302 may calculate at least the heat generation amount information of the first transmission clutch 44.

(Control unit)
The control unit 304 controls the operation of each clutch. Specifically, the control unit 304 controls the operation of each clutch by controlling the operation of the clutch actuator 40 that controls the engine clutch 42, the first transmission clutch 44, and the second transmission clutch 46. The control unit 304 controls the operation of the clutch actuator 40 by outputting a control command (hereinafter, also simply referred to as a command) to the clutch actuator 40. Further, the mechanism of the clutch actuator 40 may be hydraulic or mechanical.

The control unit 304 outputs a first command for controlling the differential rotation in the first clutch and the second clutch based on the calculated heat generation amount information. Specifically, when the heat generation amount related to the heat generation amount information is equal to or more than the threshold value, the control unit 304 generates a differential rotation in the second clutch and issues a first command to control the differential rotation in the first clutch. Output. More specifically, the control unit 304 controls the first clutch based on the target differential rotation speed regarding the differential rotation speed between the crankshaft 11 as the first input shaft and the motor shaft 25 as the second output shaft. And outputs a first command for controlling the differential rotation of the first transmission clutch 44. Specifically, the control unit 304 outputs a first command to control the differential rotation of the first transmission clutch 44 to the differential rotation that maintains the target differential rotation.

For example, the control unit 304 first determines whether the integrated heat generation amount indicated by the heat generation amount information calculated by the calculation unit 302 for the first transmission clutch 44 is equal to or greater than the threshold value. When it is determined that the integrated heat generation amount of the first transmission clutch 44 is equal to or more than the threshold value, the control unit 304 outputs a command for releasing the engagement of the second transmission clutch 46 to the clutch actuator 40, thereby the engagement force. Is reduced to cause differential rotation in the second transmission clutch 46. Further, the control unit 304 calculates the differential rotation (fastening force) of the first transmission clutch 44 for maintaining the target differential rotation based on the differential rotation of the second transmission clutch 46 and the target differential rotation. Then, the control unit 304 outputs a command to the clutch actuator 40 to change the differential rotation of the first transmission clutch 44 to the calculated differential rotation by changing the engagement force. As a result, the crankshaft 11 that is connected to the first transmission clutch 44 via the first motor generator 20 and the like, the motor shaft 25 that transmits the output of the second transmission clutch 46 to the drive wheels 80, It is possible to maintain the target differential rotation speed for the differential rotation speed between.

<1.3. Processing of control device>
Next, a process of the power on/off control device 300 according to the embodiment of the present invention will be described.

(Overall processing)
First, with reference to FIG. 3, the overall process of the power on-off control device 300 will be described. FIG. 3 is a flowchart conceptually showing an example of the overall process of the power on/off control device 300 according to the embodiment of the present invention.

The power on/off control device 300 calculates heat generation amount information of each clutch (step S502). Specifically, the calculation unit 302 calculates the integrated heat generation amount based on the differential rotation between the input and output of the first transmission clutch 44 and the torque transmitted by the first transmission clutch 44.

Next, the power on-off control device 300 determines whether the heat generation amount of the first clutch is larger than a threshold value (step S504). Specifically, the control unit 304 determines whether the calculated integrated heat generation amount is larger than a preset threshold value.

If it is determined that the heat generation amount of the first clutch is larger than the threshold value (step S504/YES), the power on/off control device 300 outputs a clutch engagement command that controls the differential rotation of the two clutches (step S506). Specifically, when it is determined that the calculated integrated heat generation amount is larger than a preset threshold value, the control unit 304 performs slip engagement not only on the first transmission clutch 44 but also on the second transmission clutch 46. The command to perform is output to the clutch actuator 40. The details will be described later.

On the other hand, when it is determined that the heat generation amount of the first clutch is equal to or less than the threshold value (step S504/NO), the power on/off control device 300 outputs a clutch engagement command that controls the differential rotation of one clutch ( Step S508). Specifically, when it is determined that the calculated integrated heat generation amount is equal to or less than the preset threshold value, the control unit 304 controls the first transmission clutch 44 while keeping the second transmission clutch 46 engaged. A command to perform slip engagement is output to the clutch actuator 40. The details will be described later.

(Clutch differential rotation control process)
Subsequently, the clutch differential rotation control process of the power on/off control device 300 will be described with reference to FIG. 4. FIG. 4 is a flowchart conceptually showing an example of the clutch differential rotation control process of the power on/off control device 300 according to the embodiment of the present invention.

When it is determined that the heat generation amount of the first clutch is larger than the threshold value (step S504/YES), the power on/off control device 300 acquires the target differential rotation (step S602). Specifically, the control unit 304 calculates the difference between the rotation speed of the crankshaft 11 and the rotation speed of the motor shaft 25, that is, the target differential rotation for the differential rotation based on the target driving force or the target acceleration. The target differential rotation may be calculated by the hybrid ECU 100 or the like, and information regarding the calculated target differential rotation may be acquired.

Next, the power on-off control device 300 determines the differential rotation that maintains the target differential rotation as the differential rotation on the first clutch based on the differential rotation on the second clutch (step S604). Specifically, the control unit 304 uses the absolute value of the value obtained by subtracting the differential rotation estimated to occur in the second transmission clutch 46 from the target differential rotation as the differential rotation in the first transmission clutch 44. decide.

Next, the power on/off control device 300 outputs a command to generate differential rotation in the second clutch (step S606). Specifically, the control unit 304 outputs a command to the clutch actuator 40 to release the engagement of the second transmission clutch 46 and slide the input and the output of the second transmission clutch 46. As a result, differential rotation is generated in the second transmission clutch 46.

Next, the power on-off control device 300 outputs a command to control the differential rotation in the first clutch to the determined differential rotation to engage the first and second clutches (step S608). Specifically, the control unit 304 outputs a command for controlling the differential rotation of the first transmission clutch 44 to the determined differential rotation to the clutch actuator 40. Thereby, the differential rotation of the first transmission clutch 44 is controlled according to the differential rotation of the second transmission clutch 46.

On the other hand, when it is determined that the heat generation amount of the first clutch is equal to or less than the threshold value (step S504/NO), the power on/off control device 300 acquires the target differential rotation (step S610). Note that the processing of this step is substantially the same as the processing of step S602 described above, and therefore description thereof is omitted.

Next, the power on-off control device 300 outputs a command for controlling the differential rotation of the first clutch to engage the first clutch so that the target differential rotation is maintained (step S612). Specifically, the control unit 304 outputs a command to the clutch actuator 40 to control the differential rotation of the first transmission clutch 44 to the acquired target differential rotation.

<1.4. Operation example>
The power on/off control system 30 and the power on/off control device 300 according to the embodiment of the present invention have been described above. Next, an operation example of the power on/off control system 30 will be described. Here, the operation of the conventional power on/off control system and the operation of the power on/off control system 30 according to the embodiment of the present invention will be compared and described. As an example, assume a case where a stopped vehicle starts using the power of the engine. For simplicity of explanation, the engine speed is constant and the transmission gear ratio is 1.

(Conventional system operation)
First, the operation of the conventional power on/off control system will be described with reference to FIG. FIG. 5 is a graph for explaining the operation of the conventional power on/off control system.

First, the engine speed is increased to start the vehicle. For example, as shown in the upper graph of FIG. 5, the engine speed is increased and is kept constant when the engine speed is increased to a predetermined value.

When the engine speed is maintained at the predetermined speed (time t1), slip engagement of the first clutch is started while the second clutch is engaged. For example, as shown in the middle and lower graphs of FIG. 5, the second clutch is engaged and the engagement force reaches the maximum value, while the first clutch is slipped, so Even with a small fastening force. As a result, the rotation speed of the output shaft, that is, the shaft that transmits the driving force to the drive wheels, gradually increases as shown in the upper graph of FIG. In other words, the differential rotation in the first clutch is controlled so that the difference between the engine rotational speed and the output shaft rotational speed, that is, the differential rotation between the input shaft and the output shaft changes as shown in FIG. .. Since the second clutch is fixedly engaged, the transmission shaft speed matches the output shaft speed.

Further, the output shaft rotation speed is increased at a predetermined rate, so that the acceleration is maintained at a predetermined value. For example, since the output shaft rotation speed increases at a predetermined rate, the torque transmitted via the first and second clutches increases at a predetermined rate. Thereby, as shown in the lower graph of FIG. 5, the acceleration of the vehicle is maintained at a predetermined value, and the vehicle can be stably accelerated.

Further, in the first clutch that performs slip engagement, frictional heat is generated between the input surface and the output surface. If the transmitted torque is the same, the frictional heat becomes larger as the differential rotation becomes larger, and becomes smaller as the differential rotation becomes smaller. For example, as shown in FIG. 5, the heat generation amount of the first clutch is the highest at the start time point (time t1) of the slip engagement, and decreases as the output shaft speed increases, that is, as the differential rotation decreases. Then, when the first clutch is completely engaged, it becomes 0 (time t2). The total amount of heat generated when the first clutch is engaged, that is, the integrated value, corresponds to the area of the triangle represented by the diagonal lines as shown in the graph in the upper and middle rows of FIG.

Here, when the amount of heat generated by the first clutch exceeds the durability of the first clutch, the first clutch may be deteriorated or damaged. Conventionally, it is attempted to suppress deterioration and breakage of the first clutch by changing the first clutch to another clutch having excellent durability or by performing control to reduce the differential rotation in the first clutch. It was being done. However, in such a conventional control, there is a possibility that the cost may increase or the driving force transmitted to the driving wheels may decrease.

(Operation of System According to One Embodiment of the Present Invention)
Next, with reference to FIG. 6, the operation of the power on/off control system 30 according to the embodiment of the present invention will be described. FIG. 6 is a graph for explaining the operation of the power on/off control system 30 according to the embodiment of the present invention.

First, as in the conventional case, the engine speed is increased to start the vehicle. For example, as shown in the upper graph of FIG. 6, the engine speed is increased and is kept constant when the engine speed is increased to a predetermined value.

When the engine speed starts to be maintained at the predetermined speed (time t1), the slip engagement is started for the first clutch and the second clutch. For example, as shown in the middle and lower graphs of FIG. 6, slip engagement is started not only for the first clutch but also for the second clutch, and the engagement force for the second clutch becomes smaller than the maximum value. To be kept. On the other hand, since the second clutch is slipping, that is, the differential rotation occurs in the second clutch, in order to maintain the target differential rotation about the differential rotation between the input shaft and the output shaft. , The differential rotation in the first clutch is reduced. In other words, the engagement force for the first clutch is controlled so as to be higher than in the related art. In particular, the engagement force of the first clutch is controlled to be higher in a predetermined period from the start of engagement. Thereby, as shown in the upper graph of FIG. 6, the transmission rotation speed is increased at a rate higher than the output shaft rotation speed. Then, through the second clutch in which the differential rotation is generated, the output shaft rotation speed becomes lower than the transmission rotation speed and increases at the same rate as in the conventional case.

Further, the output shaft rotation speed is increased at a predetermined rate, so that the acceleration is maintained at the same predetermined value as in the conventional case. For example, since the output shaft speed increases at the same predetermined rate as the conventional one, as shown in the lower graph of FIG. 6, the acceleration of the vehicle is maintained at the same predetermined value as the conventional one, and the vehicle is stably accelerated. Can be made.

On the other hand, frictional heat generated in the first clutch is reduced by slip-engaging the second clutch as well. For example, as shown in FIG. 6, friction is generated because the second clutch is slid, and the cumulative amount of heat generated by the friction is equivalent to the area of a triangle represented by dots as shown in FIG. To do. On the other hand, the cumulative heat generation amount of the first clutch corresponds to the area of the figure represented by the diagonal lines as shown in FIG. Therefore, the cumulative heat generation amount of the first clutch is reduced by the cumulative heat generation amount of the second clutch as compared with the conventional one. In this way, the amount of heat generated when the clutch is engaged can be distributed to the first clutch and the second clutch.

<1.5. Summary of one embodiment of the present invention>
As described above, according to the embodiment of the present invention, the power on-off control device 300 estimates the heat generation amount in the clutch engagement for the first clutch and the second clutch provided on the path through which the power is transmitted. The calorific value information is calculated, and a first command for controlling the differential rotations of the first clutch and the second clutch is output based on the calculated calorific value information. Therefore, when heat generation is concentrated in one of the first clutch and the second clutch, the heat generation can be dispersed to the other clutch by controlling the differential rotation of the other clutch. Therefore, it is not necessary to prepare another clutch that is not on the path through which power is transmitted as in the conventional case. Further, by controlling the differential rotation of the two clutches, it is possible to maintain the differential rotation of input and output for the entire two clutches. Therefore, unlike the prior art, it is not necessary to reduce the differential rotation for reducing the heat generation amount. In summary, it is possible to improve the durability of the clutch while suppressing an increase in cost and a decrease in transmission torque.

Further, the first command includes a command to generate a differential rotation in the second clutch and control the differential rotation in the first clutch, and in the power on/off control device, the heating value related to the heating value information is equal to or more than a threshold value. If it is, the first command is output. Therefore, when it is estimated that the clutch is likely to be deteriorated or damaged due to heat generation, the differential rotation control described above is executed, so that the deterioration or damage of the clutch can be more effectively suppressed. On the contrary, when it is estimated that the clutch is less likely to be deteriorated or damaged, the slipping engagement is performed by one clutch, so that the increase in the processing load of the power on-off control device can be suppressed.

Also, the first clutch is connected to a first input shaft that is rotated by the power generation device, the second clutch is connected to a second output shaft that rotates the drive wheels, and the first command is It includes a command for controlling the differential rotation in the first clutch based on the target differential rotation about the differential rotation between the first input shaft and the second output shaft. Here, the differential rotation across the two clutches generally varies. Then, the fluctuation of the differential rotation is considered to be controlled by using the target differential rotation. Therefore, the differential rotation in the first clutch is controlled based on the target differential rotation, so that the differential rotation to be maintained by the two clutches as a whole can be appropriately changed. Therefore, it becomes possible to avoid the excess and deficiency of the torque transmitted via the first and second clutches.

Further, the first command includes a command for controlling the differential rotation in the first clutch to the differential rotation in which the target differential rotation is maintained. Therefore, it is possible to more reliably prevent the differential rotation of the entire two clutches from decreasing due to the occurrence of differential rotation of the second clutch. Therefore, it is possible to more reliably suppress the decrease in the transmission torque due to the occurrence of the differential rotation in the second clutch.

Further, the control of the differential rotation of the first clutch includes the control of the engaging force of the first clutch. Therefore, since the differential rotation control in the first clutch is realized by using the engaging force control function originally possessed by the clutch, an additional configuration is not required for the differential rotation control. Therefore, it is possible to suppress an increase in cost.

The target differential rotation is determined based on the target driving force transmitted to the drive wheels. Therefore, it is possible to suppress the occurrence of inconsistency between the drive force transmitted to the drive wheels and the target drive force (request drive force). Therefore, it is possible to reduce the possibility that the driver feels uncomfortable.

<2. Modification>
The embodiment of the present invention has been described above. The embodiment of the present invention is not limited to the above example. Hereinafter, a modified example of the embodiment of the present invention will be described.

As a modified example of the embodiment of the present invention, the power on/off control system 30 may utilize the output of the motor mounted on the vehicle. Specifically, in addition to controlling the engagement force of the first clutch, the control unit 304 of the power on-off control device 300 transmits torque from the power generation device to the drive wheels, and the first clutch and the second clutch. A first command for controlling the torque addition by the motor to the shaft connecting (and the clutch connecting shaft) is output. More specifically, the control unit 304 controls the fastening force of the first clutch, and also applies torque by the motor to the first output shaft that is connected to the first clutch and transmits the output of the first clutch. The first command to control is output.

For example, a motor (hereinafter, also referred to as an assist motor) that adds an output to the primary shaft 34 or the secondary shaft 36 as a clutch connecting shaft is provided. Here, the torque from the engine 10 is transmitted to the primary shaft 34 and the secondary shaft 36 via the engine clutch 42 and the first transmission clutch 44. In other words, the primary shaft 34 and the secondary shaft 36 are output shafts of the first transmission clutch 44. Further, the primary shaft 34 is directly connected to the second transmission clutch 46 via the CVT 31, and the secondary shaft 36 is directly connected to the second transmission clutch 46. Therefore, the primary shaft 34 and the secondary shaft 36 are also the input shafts of the second transmission clutch 46.

When it is determined that the amount of heat generated by the first transmission clutch 44 is equal to or greater than the threshold value, the control unit 304 determines the first transmission clutch based on the target differential rotation speed and the differential rotation speed of the second transmission clutch 46 as described above. Determine the differential rotation at 44.

Next, the control unit 304, based on the determined differential rotation of the first transmission clutch 44, the degree of torque to be applied to the assist motor (hereinafter, also referred to as torque addition amount) and the first transmission clutch 44. Determine the fastening force of. Specifically, the control unit 304 determines the torque addition amount based on the output allowable amount of the assist motor and the like, and determines the differential rotation of the first transmission clutch 44 that changes due to the torque addition of the assist motor based on the determined torque addition amount. calculate. Then, the control unit 304 determines the engagement force of the first transmission clutch 44 based on the calculated differential rotation after adding the torque.

Then, the control unit 304 outputs a first command for controlling the differential rotation of the first transmission clutch 44 to the determined differential rotation. Specifically, the first command is a command for controlling the engagement force of the first transmission clutch 44 to the determined engagement force of the first transmission clutch 44, and the torque of the determined torque addition amount is the assist motor. And the command to output to. The command related to the assist motor may be directly output to the actuator that controls the operation of the assist motor, or may be output to the actuator via the motor ECU 400. The control unit 304 also outputs a command for causing the second transmission clutch 46 to generate differential rotation.

Furthermore, the processing of this modification will be described in detail with reference to FIG. 7. FIG. 7 is a flowchart conceptually showing an example of the clutch differential rotation control process in the power on/off control device 300 according to the modified example of the embodiment of the present invention. Note that the description of the processing that is substantially the same as the processing described above is omitted.

When it is determined that the heat generation amount of the first clutch is larger than the threshold value (step S504/YES), the power on/off control device 300 acquires the target differential rotation (step S702) and maintains the target differential rotation. Is determined as the differential rotation of the first clutch (step S704).

Next, the power on/off control device 300 determines the amount of torque added by the motor (step S706). Specifically, the control unit 304 determines the output value of the assist motor based on the output upper limit of the assist motor and the like.

Next, the power on/off control device 300 determines the engagement force of the first clutch (step S708). Specifically, the control unit 304 determines the engagement force of the first transmission clutch 44 based on the determined differential rotation of the first transmission clutch 44 and the amount of torque added by the assist motor.

Next, the power on/off control device 300 outputs a command to generate differential rotation in the second clutch (step S710).

Further, the power on/off control device 300 outputs a command to output the determined torque addition amount to the motor (step S712). Specifically, the control unit 304 outputs, to the assist motor, a command to cause the assist motor to output torque according to the determined output value.

Further, the power on-off control device 300 outputs a command to engage the first and second clutches by controlling the differential rotation of the first clutch based on the determined engagement force (step S714). Specifically, the control unit 304 outputs to the clutch actuator 40 a command to change the engagement force of the first clutch to the determined engagement force.

When it is determined that the heat generation amount of the first clutch is equal to or less than the threshold value (step S504/NO), the process is substantially the same as the process described with reference to FIG.

As described above, according to the modified example of the embodiment of the present invention, the control of the differential rotation in the first clutch further includes the control of the torque addition by the motor to the shaft that transmits the torque from the power generation device to the drive wheels. Including. Therefore, the fluctuation range of the engagement force of the first clutch can be reduced. Therefore, it is possible to reduce the time lag required for the variation of the engagement force and improve the responsiveness in the clutch engagement.

<3. Conclusion>
As described above, according to the embodiment of the present invention, when heat is concentrated in one of the first clutch and the second clutch, the differential rotation of the other clutch is controlled so that the other clutch can be controlled. The heat generation can be dispersed. Therefore, it is not necessary to prepare another clutch that is not on the path through which power is transmitted as in the conventional case. Further, by controlling the differential rotation of the two clutches, it is possible to maintain the differential rotation of input and output for the entire two clutches. Therefore, unlike the prior art, it is not necessary to reduce the differential rotation for reducing the heat generation amount. In summary, it is possible to improve the durability of the clutch while suppressing an increase in cost and a decrease in transmission torque.

The preferred embodiments of the present invention have been described above in detail with reference to the accompanying drawings, but the present invention is not limited to these examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

For example, in the above-described embodiment, the power interruption control system 30 and the power interruption control device 300 are applied to the hybrid vehicle, but the present invention is not limited to such an example. For example, it may be applied to other types of vehicles such as gasoline vehicles or electric vehicles. The power on/off control system 30 can be applied to any mechanism in which a plurality of clutches are provided on a path through which torque is transmitted from a power generation device such as an engine to drive wheels.

Further, in the above embodiment, an example in which the first clutch is the first transmission clutch 44 has been described, but the first clutch may be the engine clutch 42. In this case, the first motor generator 20 may operate as an assist motor. Further, when the first clutch is the engine clutch 42, the second clutch may be the first transmission clutch 44. That is, the first clutch and the second clutch are paths through which power is transmitted from the power generation device such as the engine 10 (for example, the crankshaft 11, the motor shaft 21, the primary shaft 34, the secondary shaft 36, the motor shaft 25). Any clutch provided above may be used.

Further, in the above-described embodiment, the example in which the differential rotation in the two clutches is controlled has been described. In this case, the amount of heat generated in the clutch due to the slip engagement is further dispersed, so that the durability of the clutch can be further improved.

Further, in the above-described embodiment, an example in which the differential rotation control is performed based on the calculated heat generation amount has been described. However, the differential rotation control may be performed based on the temperature of the clutch or information on which the temperature is estimated. Good.

Further, in the above embodiment, an example in which the power on/off control device according to one embodiment of the present invention is implemented by transmission ECU 300 has been described, but the power on/off control device may be implemented by an ECU other than transmission ECU 300.

In addition, the steps shown in the flowcharts of the above-described embodiments are not limited to the processing performed in time series according to the described order, but are not necessarily performed in time series, but are performed in parallel or individually. It also includes processing that is performed. It is needless to say that the order of the steps processed in time series can be appropriately changed depending on the case.

Further, it is possible to create a computer program for causing the hardware incorporated in the power on/off control device 300 to exhibit the same functions as the functional configurations of the power on/off control device 300 described above. A storage medium storing the computer program is also provided.

10 Engine 11 Crank Shaft 20 First Motor Generator 21, 25 Motor Shaft 24 Second Motor Generator 28 Oil Pump 30 Automatic Transmission 31 CVT
33 primary pulley 34 primary shaft 35 secondary pulley 36 secondary shaft 37 driving force transmission member 40 clutch actuator 42 engine clutch 44 first transmission clutch 46 second transmission clutch 50 high voltage battery 55 DC/DC converter 60 low voltage battery 70 inverter 80 drive wheel 90 sensor 100 hybrid ECU
102 Failure Detection Unit 104 Control Unit 200 Engine ECU
300 transmission ECU
302 calculation unit 304 control unit 400 motor ECU

Claims (4)

An input shaft, which is provided on a path for transmitting the power generated by the power generation device to the drive wheels, receives the power, an output shaft that outputs the power, and is arranged between the input shaft and the output shaft. A power on/off control device for controlling a vehicle power on/off control system including a first clutch and a second clutch,
A calculation unit that calculates heat generation amount information for estimating the heat generation amount in clutch engagement for the first clutch;
Based on the heating amount information is calculated and a control unit for outputting a directive that controls each rotational difference in the first clutch and the second clutch,
When the vehicle starts,
The calculation unit,
The heat generation amount of the first clutch in the case where the starting is performed only by the slip engagement of the first clutch with the second clutch in the engaged state is calculated as follows: Estimate based on the torque transmitted by the first clutch,
The control unit is
When the calorific value of the first clutch estimated by the calculation unit is equal to or less than a predetermined threshold value, only the slip engagement of the first clutch is performed by maintaining the second clutch in the engaged state during the start. Output the command to do,
When the calorific value of the first clutch estimated by the calculation unit is larger than the threshold value, a power on/off control that outputs a command to perform slip engagement of the first clutch and the second clutch at the start apparatus. In the power on/off control system, the second clutch is arranged closer to the output shaft than the first clutch, and is arranged between the first clutch and the second clutch. Further comprising an intermediate shaft and a motor for applying torque to the intermediate shaft,
When the vehicle starts,
The control unit is
When the calorific value of the first clutch estimated by the calculation unit is equal to or less than the threshold value, the second clutch is set to the engaged state, and the state where the addition of the torque to the intermediate shaft of the motor is stopped is set. Outputs a command to maintain and only slip-engage the first clutch,
When the calorific value of the first clutch estimated by the calculation unit is larger than the threshold value, the first clutch and the second clutch are slip-engaged and torque is applied to the intermediate shaft of the motor. Output a command to
The power on/off control device according to claim 1. An input shaft, which is provided on a path for transmitting the power generated by the power generation device to the drive wheels, receives the power, an output shaft that outputs the power, and is arranged between the input shaft and the output shaft. A power on/off control system for a vehicle including a first clutch and a second clutch,
A calculation unit that calculates heat generation amount information for estimating the heat generation amount in clutch engagement for the first clutch;
A control unit that outputs a command to control the differential rotation of each of the first clutch and the second clutch based on the calculated heat generation amount information,
When the vehicle starts,
The calculation unit,
The heat generation amount of the first clutch in the case where the starting is performed only by the slip engagement of the first clutch with the second clutch in the engaged state is calculated as follows: Estimate based on the torque transmitted by the first clutch,
The control unit is
When the calorific value of the first clutch estimated by the calculation unit is equal to or less than a predetermined threshold value, only the slip engagement of the first clutch is performed by maintaining the second clutch in the engaged state during the start. Output the command to do,
When the calorific value of the first clutch estimated by the calculation unit is larger than the threshold value, a power on/off control that outputs a command to perform slip engagement of the first clutch and the second clutch at the start system. In the power on/off control system, the second clutch is arranged closer to the output shaft than the first clutch, and is arranged between the first clutch and the second clutch. Further comprising an intermediate shaft and a motor for applying torque to the intermediate shaft,
When the vehicle starts,
The control unit is
When the calorific value of the first clutch estimated by the calculation unit is equal to or less than the threshold value, the second clutch is set to the engaged state, and the state where the addition of the torque to the intermediate shaft of the motor is stopped is set. Outputs a command to maintain and only slip-engage the first clutch,
When the calorific value of the first clutch estimated by the calculation unit is larger than the threshold value, the first clutch and the second clutch are slip-engaged and torque is applied to the intermediate shaft of the motor. Output a command to
The intermittent power control system according to claim 3.

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