WO2019111457A1 - Dispositif de commande d'embrayage - Google Patents

Dispositif de commande d'embrayage Download PDF

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Publication number
WO2019111457A1
WO2019111457A1 PCT/JP2018/031963 JP2018031963W WO2019111457A1 WO 2019111457 A1 WO2019111457 A1 WO 2019111457A1 JP 2018031963 W JP2018031963 W JP 2018031963W WO 2019111457 A1 WO2019111457 A1 WO 2019111457A1
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WO
WIPO (PCT)
Prior art keywords
sleeve
clutch
rotation
gear
control unit
Prior art date
Application number
PCT/JP2018/031963
Other languages
English (en)
Japanese (ja)
Inventor
剛太 那須
清水　亮
洋則 安部
Original Assignee
三菱自動車工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱自動車工業株式会社 filed Critical 三菱自動車工業株式会社
Priority to CN201880077909.3A priority Critical patent/CN111433066A/zh
Priority to JP2019558001A priority patent/JP6958634B2/ja
Publication of WO2019111457A1 publication Critical patent/WO2019111457A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a clutch control device for a vehicle provided with a meshing clutch (so-called dog clutch) interposed between a first shaft to which power from at least one rotary electric machine is transmitted and a second shaft on the output side.
  • a meshing clutch so-called dog clutch
  • a dog clutch that does not have a synchro mechanism may be employed as a clutch used when shifting a vehicle or switching a power source.
  • the dog clutch includes a hub fixed to the shaft, an annular sleeve non-rotatable relative to the hub and axially slidably coupled, and an actuator for sliding the sleeve.
  • the teeth are engaged by meshing with the teeth of an adjacent engaged gear (so-called dog gear).
  • the dog clutch without the synchronization mechanism has advantages such as no need for an oil pump and good vehicle mountability, but it is necessary to synchronize rotation in order to suppress vibration and noise at the time of clutch engagement.
  • Patent Document 1 it is considered that connection (engagement) of the dog clutch can be promptly achieved even if the vehicle speed changes, by adding correction control corresponding to torque change or vehicle speed change to synchronous control. There is.
  • gear blocks may occur in which the teeth of the sleeve and the teeth of the dog gear collide, even when the rotation is synchronized. Sliding the sleeve in a direction to engage the sleeve without engaging these teeth causes vibration and noise, and may damage the sleeve teeth and dog gear teeth.
  • the clutch control device of the present invention has been devised in view of such problems, and has an object to suppress damage to a dog clutch due to a gear block.
  • the present invention is not limited to this object, and it is an operation and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and it is another object of the present invention to exert an operation and effect that can not be obtained by the prior art. is there.
  • the clutch control device disclosed herein comprises a first shaft to which power is transmitted by rotating in synchronization with at least one rotating electric machine, and a second shaft to which the power of the first shaft is transmitted.
  • a clutch control device for a vehicle including a meshing clutch for connecting and disconnecting a transmission, wherein the meshing clutch is provided so as to be synchronously rotated with respect to one of the first shaft and the second shaft and axially movable. And an engaged gear provided rotatably relative to the other of the first shaft and the second shaft.
  • the clutch control device controls the rotating electrical machine to match the rotation of the sleeve and the rotation of the engaged gear while the vehicle is traveling with the meshing clutch disconnected.
  • a sleeve control unit that moves the sleeve in a first direction to engage the engaged gear during control by the rotation control unit; a movement detection unit that detects a movement amount of the sleeve; and And a determination unit that determines that a gear block in which the sleeve and the engaged gear collide with each other without meshing is generated when the amount is less than the set predetermined amount.
  • the determination unit determines that the sleeve and the dog engaged gear are engaged when the movement amount is equal to or more than the predetermined amount.
  • the sleeve control unit moves the sleeve in a second direction opposite to the first direction when the determination unit determines that the gear block is generated, and then the sleeve is moved again It is preferable to move in the first direction.
  • the rotation control unit performs the rotation so that the difference between the number of rotations of the sleeve and the number of rotations of the engaged gear is increased when the sleeve is moved in the second direction by the sleeve control unit. After controlling the electric machine, it is preferable to control the rotating electric machine so that the rotation of the sleeve and the rotation of the engaged gear are matched again.
  • the vehicle is provided with an accelerator opening degree detecting unit that detects an accelerator opening degree.
  • the rotation control unit execute the control to be synchronized by synchronizing the rotation of the sleeve and the rotation of the engaged gear if the accelerator opening degree is smaller than a predetermined opening degree.
  • the rotation control unit is configured such that the difference between the rotational speed of the sleeve and the rotational speed of the engaged gear falls within a predetermined rotational speed range if the accelerator opening degree is equal to or greater than the predetermined opening degree.
  • the control is performed by controlling the rotating electrical machine.
  • the rotation control unit preferably sets the rotation speed range wider as the vehicle speed is higher.
  • the clutch control device includes an acquisition unit that acquires an accelerator opening speed, and a drive control unit that controls a drive source of the vehicle based on an accelerator operation, and the drive control unit is the sleeve control unit. If the accelerator opening speed is equal to or greater than a predetermined value during control according to the above, it is preferable to stand by for control of the drive source until the sleeve and the engaged gear mesh with each other.
  • the vehicle includes two of the rotating electrical machines and an engine, and a first power transmission path for transmitting the power of one of the rotating electrical machines to an output shaft for driving the drive wheels of the vehicle;
  • the hybrid vehicle is preferably a hybrid vehicle having a second power transmission path for transmitting power to the output shaft and a third power transmission path for transmitting power of the engine to the other rotating electric machine.
  • the meshing clutch is interposed in each of the first power transmission path and the second power transmission path.
  • the rotary electric machine controlled by the rotation control unit is the other rotary electric machine, and a high side clutch and a low side clutch independent of each other are interposed as the meshing clutch in the second power transmission path. It is preferable that the high-side clutch and the low-side clutch be synchronized by the other rotating electric machine.
  • the disclosed clutch control device when the meshing clutch is switched from disconnection to contact while the vehicle is traveling, collision between the teeth of the sleeve and the teeth of the engaged gear (so-called gear block) based on the movement amount of the sleeve Can detect Therefore, damage to these teeth can be avoided, and damage to the meshing clutch due to the gear block can be suppressed.
  • FIG. 3 is a schematic view showing a block diagram of the clutch control device of FIG. 1 together with a skeleton diagram showing a powertrain provided with the transaxle of FIG. 2; It is a schematic diagram for demonstrating the content of the clutch engagement control implemented with the control apparatus of FIG. 1, (a) is a neutral state, (b) is an engagement state, (c) is a gear block state, (d) Shows the state of avoiding the gear block. It is a flowchart example of the clutch engagement control implemented by the control apparatus of FIG.
  • a clutch control device as an embodiment will be described with reference to the drawings.
  • the embodiments shown below are merely illustrative, and there is no intention to exclude the application of various modifications and techniques that are not specified in the following embodiments.
  • Each structure of this embodiment can be variously modified and implemented in the range which does not deviate from those meaning. Also, they can be selected as needed or can be combined as appropriate.
  • the clutch control device 5 (hereinafter referred to as the “control device 5”) of the present embodiment is applied to the vehicle 10 shown in FIG. 1 and controls the transaxle 1 mounted on the vehicle 10.
  • the vehicle 10 is a hybrid vehicle equipped with an engine 2, a traveling motor 3 (motor, one rotating electric machine), and a generator 4 for power generation (generator, the other rotating electric machine).
  • the generator 4 is connected to the engine 2 and can be operated independently of the operating state of the motor 3.
  • the vehicle 10 is provided with three types of travel modes: EV mode, series mode, and parallel mode. These traveling modes are alternatively selected by the control device 5 in accordance with the vehicle state, the traveling state, the driver's request output and the like, and the engine 2, the motor 3 and the generator 4 are properly used in accordance with the type.
  • the EV mode is a traveling mode in which the vehicle 10 is driven only by the motor 3 using charging power of a driving battery (not shown) while the engine 2 and the generator 4 are stopped.
  • the EV mode is selected when the traveling load and the vehicle speed are low or when the charge level of the battery is high.
  • the series mode is a traveling mode in which the generator 2 is driven by the engine 2 to generate electric power, and the electric power is used to drive the vehicle 10 by the motor 3.
  • the series mode is selected when the traveling load and the vehicle speed are medium or when the charge level of the battery is low.
  • the parallel mode is mainly a driving mode in which the vehicle 2 is driven by the engine 2 and the driving of the vehicle 10 is assisted by the motor 3 as needed.
  • the parallel mode is selected when the running load and the vehicle speed are high.
  • the engine 2 and the motor 3 are connected in parallel to the drive wheel 8 via the transaxle 1, and respective powers of the engine 2 and the motor 3 are individually transmitted from different power transmission paths. That is, each of the engine 2 and the motor 3 is a drive source that drives the output shaft 12 of the vehicle 10. Further, the generator 4 and the drive wheel 8 are connected in parallel to the engine 2 via the transaxle 1, and the power of the engine 2 is transmitted to the generator 4 in addition to the drive wheel 8.
  • the transaxle 1 is a power transmission device in which a final drive (final reduction gear) including a differential gear 18 (differential gear, hereinafter referred to as "differential gear 18") and a transmission (reduction gear) are integrally formed. And a plurality of mechanisms for transmitting power between the drive and the driven device.
  • the transaxle 1 of the present embodiment is configured to be capable of high / low switching (switching between high speed and low speed), and the high gear according to the traveling state, required output, etc. by the control device 5 when traveling in parallel mode. The gear and the low gear are switched.
  • the engine 2 is an internal combustion engine (gasoline engine, diesel engine) fueled by gasoline or light oil.
  • the engine 2 is a so-called horizontal engine disposed sideways so that the direction of the crankshaft 2a (rotational axis) coincides with the vehicle width direction of the vehicle 10, and is fixed to the right side of the transaxle 1 .
  • the crankshaft 2 a is disposed parallel to the drive shaft 9 of the drive wheel 8.
  • the operating state of the engine 2 is controlled by the controller 5.
  • the motor 3 and the generator 4 of the present embodiment are both a motor generator (motor generator) having a function as an electric motor and a function as a generator.
  • the motor 3 mainly functions as an electric motor to drive the vehicle 10, and functions as a generator during regeneration.
  • the generator 4 functions as a motor (starter) when starting the engine 2 and performs power generation with engine power when the engine 2 is operating.
  • An inverter (not shown) that converts a direct current and an alternating current is provided around (or inside) each of the motor 3 and the generator 4.
  • the rotational speeds of the motor 3 and the generator 4 are controlled by controlling an inverter.
  • the operating states of the motor 3, the generator 4 and the respective inverters are controlled by the control device 5.
  • the motor 3 according to the present embodiment is formed in a cylindrical shape whose outer shape is centered on the rotation axis 3a, and is fixed to the left side surface of the transaxle 1 with its bottom surface facing the transaxle 1 side.
  • the generator 4 of the present embodiment is formed in a cylindrical shape whose outer shape is centered on the rotation axis 4a, and, like the motor 3, the left side of the transaxle 1 is oriented with its bottom surface facing the transaxle 1 side. It is fixed to the face.
  • FIG. 2 is a side view of the power train 7 as viewed from the left side.
  • the power train 7 includes an engine 2, a motor 3, a generator 4, and a transaxle 1.
  • the engine 2 is omitted in FIG.
  • the vehicle 10 is provided with a control device 5 that integrally controls various devices mounted on the vehicle 10.
  • the vehicle 10 also includes an accelerator opening sensor 41 (accelerator opening detection unit) that detects the amount of depression of the accelerator pedal (accelerator opening), a wheel speed sensor 42 that detects the number of rotations of the wheel, and a motor 3.
  • a motor rotational speed sensor 43 for detecting the rotational speed of the motor 4 and a generator rotational speed sensor 44 for detecting the rotational speed of the generator 4 are provided. The information detected by each of the sensors 41 to 44 is transmitted to the control device 5.
  • the control device 5 is, for example, an electronic control device configured as an LSI device in which a microprocessor, a ROM, a RAM, and the like are integrated and a built-in electronic device, and integrally controls various devices mounted on the vehicle 10.
  • the control device 5 of this embodiment selects the traveling mode in accordance with the driver's request output, etc., and controls various devices (for example, the engine 2 and the motor 3) in accordance with the selected traveling mode. It controls the connection and disconnection of the clutches 20 and 30. This control will be described later.
  • FIG. 3 is a skeleton diagram of a powertrain 7 provided with the transaxle 1 of the present embodiment. As shown in FIGS. 2 and 3, the transaxle 1 is provided with six axes 11 to 16 arranged parallel to one another. Hereinafter, a rotary shaft coaxially connected with the crankshaft 2 a will be referred to as an input shaft 11.
  • rotation shafts coaxially connected with the drive shaft 9, the rotation shaft 3 a of the motor 3, and the rotation shaft 4 a of the generator 4 are referred to as an output shaft 12, a motor shaft 13, and a generator shaft 14.
  • a rotary shaft disposed on the power transmission path between the input shaft 11 and the output shaft 12 is referred to as a first countershaft 15, and is disposed on the power transmission path between the motor shaft 13 and the output shaft 12
  • the rotating shaft is called a second counter shaft 16.
  • Each of the six shafts 11 to 16 is pivotally supported by the casing 1C via bearings (not shown) at both ends.
  • An opening is formed in the side surface of the casing 1C located on each of the input shaft 11, the output shaft 12, the motor shaft 13 and the generator shaft 14, and the crankshaft 2a located outside the casing 1C and the drive shaft 9 , Rotary shaft 3a and rotary shaft 4a.
  • first path 51 a power transmission path from the motor 3 to the output shaft 12 via the motor shaft 13, and from the engine 2
  • second path 52 A power transmission path leading to the output shaft 12 through the input shaft 11
  • third path a power transmission path leading from the engine 2 to the generator shaft 14 through the input shaft 11 53
  • first path 51 and the second path 52 are drive power transmission paths
  • third path 53 is a power generation power transmission path.
  • the first path 51 (first power transmission path) is a path related to power transmission from the motor 3 to the drive wheel 8 and is responsible for power transmission of the motor 3.
  • a motor shaft 13 (first shaft) to which power is transmitted by rotating in synchronization with the motor 3 and a second counter shaft 16 (second shaft) to which power of the motor shaft 13 is transmitted on the first path 51
  • the first dog clutch 20 (meshing clutch) described later is connected to the middle of the first path 51 to connect and disconnect the power transmission.
  • the second path 52 (second power transmission path) is a path relating to power transmission from the engine 2 to the drive wheels 8 and is responsible for power transmission at the time of operation of the engine 2.
  • An input shaft 11 (first shaft) to which power is transmitted by rotating in synchronization with the generator 4 and a first counter shaft 15 (second shaft) to which power of the input shaft 11 is transmitted on the second path 52
  • a second dog clutch 30 (meshing clutch) described later that performs connection / disconnection of the power transmission and high / low switching in the middle of the second path 52.
  • the third path 53 (third power transmission path) is a path related to power transmission from the engine 2 to the generator 4 and is responsible for power transmission at engine start and power transmission at the time of power generation by the engine 2.
  • fixed gear means a gear provided integrally with the shaft and synchronously rotating (non-rotatable) with respect to the shaft.
  • free running gear means a gear that is rotatably supported relative to the shaft.
  • the input shaft 11 includes, in order from the side closer to the engine 2, the fixed gear 11a, the second dog clutch 30 on the high side (hereinafter referred to as “high side dog clutch 30H”), the idle gear 11H, and the fixed gear 11L. Is provided.
  • the first countershaft 15 includes, in order from the side closer to the engine 2, the fixed gear 15a, the fixed gear 15H, the idle gear 15L, and the low-side second dog clutch 30 (hereinafter referred to as "low-side dog clutch 30L" And are provided. That is, the high-side dog clutch 30H and the low-side dog clutch 30L which are independent of each other are interposed in the second path 52 as the second dog clutch 30.
  • the fixed gear 11 a of the input shaft 11 always meshes with the fixed gear 14 a provided on the generator shaft 14. That is, the input shaft 11 and the generator shaft 14 are connected via the two fixed gears 11 a and 14 a, and power can be transmitted between the engine 2 and the generator 4.
  • the fixed gear 15 a of the first countershaft 15 is always meshed with the ring gear 18 a of the differential 18 provided on the output shaft 12.
  • the idler gear 11H and the fixed gear 11L provided on the input shaft 11 have different numbers of teeth, and are constantly meshed with the stationary gear 15H and the idler gear 15L provided on the first countershaft 15.
  • the fixed gear 15H and the idle gear 15L of the first countershaft 15 also have different numbers of teeth.
  • the free rotation gear 11H has more teeth than the fixed gear 11L.
  • the idle gear 11H meshes with the fixed gear 15H having a small number of teeth to form a high gear.
  • the fixed gear 11L having a small number of teeth meshes with the idle gear 15L having a large number of teeth to form a low gear.
  • the idle gear 11H coaxially disposed adjacent to the high side dog clutch 30H has a dog gear 11d (engaged gear) integrally provided on the right side of the tooth surface portion meshing with the fixed gear 15H of the first countershaft 15.
  • the idle gear 15L coaxially disposed adjacent to the low-side dog clutch 30L has a dog gear 15d (engaged gear) integrally provided on the left side of the tooth surface portion meshing with the fixed gear 11L of the input shaft 11.
  • a dog tooth 11t is provided at a tip end (a radial outer end) of the dog gear 11d.
  • a dog tooth (not shown) similar to the dog tooth 11t is provided at the tip of the dog gear 15d.
  • the high-side dog clutch 30H and the low-side dog clutch 30L are both provided on the second path 52 to control the connection / disconnection state of the power of the engine 2 and to switch between the high gear and the low gear and do not have a synchro mechanism. It is a meshing clutch.
  • the traveling mode is the parallel mode
  • one of the high-side dog clutch 30H and the low-side dog clutch 30L is engaged and the other is disconnected. Note that which clutch 30H, 30L is engaged is determined based on the traveling state of the vehicle 10, the required output, and the like.
  • the high-side dog clutch 30H has a hub 31H fixed to the input shaft 11, and an annular sleeve 32H which can not rotate relative to the hub 31H (input shaft 11) and is axially slidably coupled. .
  • the sleeve 32 ⁇ / b> H slides in the axial direction when an actuator (for example, a servomotor, not shown) is controlled by the controller 5.
  • an actuator for example, a servomotor, not shown
  • a stroke sensor 45a movement detection unit
  • spline teeth 32t that mesh with the dog teeth 11t of the dog gear 11d are provided on the inner side in the radial direction of the sleeve 32H.
  • the low-side dog clutch 30L is non-relatively rotatable with respect to the hub 31L fixed to the first counter shaft 15, and the hub 31L (first counter shaft 15), and is axially slidably coupled.
  • an annular sleeve 32L is also slides in the axial direction when the actuator (not shown) is controlled by the control device 5, and the movement amount (stroke amount) is detected by the stroke sensor 45 b (movement detection unit).
  • spline teeth (not shown) that mesh with the dog teeth of the dog gear 15d are provided.
  • the sleeve 32L and the dog gear 15d mesh (engage) with each other.
  • the driving force from the engine 2 is transmitted to the output shaft 12 through the low gear pairs 11L and 15L.
  • the idle gear 15L is idled, and the power transmission on the low side in the second path 52 is interrupted.
  • the second countershaft 16 is provided with a first dog clutch 20, an idle gear 16M, a parking gear 19, and a fixed gear 16a in order from the side closer to the engine 2.
  • the fixed gear 16 a is in constant mesh with the ring gear 18 a of the differential 18.
  • the parking gear 19 is an element constituting the parking lock device, and when the P range is selected by the driver, the parking gear 19 engages with a parking plug (not shown) to rotate the second countershaft 16 (that is, the output shaft 12). Ban.
  • the idle gear 16M has more teeth than the fixed gear 13a provided on the motor shaft 13, and is always meshed with the fixed gear 13a.
  • the idle gear 16M has a dog gear 16d integrally provided on the right side of the tooth surface portion that meshes with the fixed gear 13a.
  • the dog gear 16d has a dog tooth (not shown) similar to the dog tooth 11t of the above-described dog gear 11d at its tip.
  • the first dog clutch 20 has an annular sleeve fixed to the second countershaft 16 and an annular sleeve which can not rotate relative to the hub 21 (second countershaft 16) and is axially slidably coupled. And 22.
  • the sleeve 22 also slides in the axial direction by an actuator (not shown) being controlled by the control device 5, and the movement amount (stroke amount) is detected by the stroke sensor 45c (movement detection unit).
  • spline teeth (not shown) similar to the spline teeth 32t of the sleeve 32H described above are provided.
  • the sleeve 22 and the dog gear 16 d of the free rotation gear 16 M mesh with each other
  • the sleeve 22 and the dog gear 16 d mesh (engage) with each other.
  • the traveling mode is the parallel mode and the assist by the motor 3 is unnecessary, the spline teeth of the sleeve 22 and the dog gear 16d of the idle gear 16M are separated, and the idle gear 16M is idle.
  • the power transmission of the first path 51 is cut off.
  • the traveling mode is the EV mode or the series mode, or when the parallel mode requires motor assist, the sleeve 22 and the dog gear 16d are engaged (engaged), and the driving force from the motor 3 Is transmitted to the output shaft 12.
  • the sleeve 22 engages with the dog gear 16d when the motor 3 is operating (on), and the sleeve 22 is controlled to the neutral position when the motor 3 is stopped (off).
  • the "neutral position” means a position at which the sleeve is separated from the dog gear, and is, for example, a predetermined range including a position (0 point position) which becomes a reference when the sleeve is moved by the actuator.
  • connection / disconnection state of the three dog clutches 20, 30H, 30L is controlled in accordance with the selected travel mode.
  • the control device 5 controls the selection of the traveling mode, the connection / disconnection states of the dog clutches 20, 30H, and 30L, and the operation states of the engine 2, the motor 3 and the like.
  • control for engaging the dog clutches 20, 30H, and 30L hereinafter, referred to as "clutch engagement control" will be described in detail.
  • the clutch engagement control is control that is performed on at least one of the three dog clutches 20, 30H, and 30L while the vehicle 10 is traveling. In the present embodiment, the same control is performed on all the dog clutches 20, 30H, and 30L. Therefore, in the following description, as shown in FIGS. 4A to 4D, the high-side dog clutch 30H is exemplified. Listed. When the high side dog clutch 30H is disconnected, as shown in FIG. 4A, the sleeve 32H is in the neutral position (neutral state).
  • the control device 5 is provided with a rotation control unit 5A, a sleeve control unit 5B, a determination unit 5C, an acquisition unit 5D, and a drive control unit 5E as elements for performing clutch engagement control.
  • These elements indicate some functions of the program executed by the control device 5, and are realized by software. However, part or all of each function may be realized by hardware (electronic circuit) or may be realized by using software and hardware in combination.
  • the rotation control unit 5A controls the generator 4 to match the rotation of the sleeve 32H with the rotation of the dog gear 11d.
  • “combine” means not only perfect match (ie, synchronization) but also bringing the rotations of the two into close proximity to each other within a predetermined rotation speed range ⁇ Np.
  • the rotation control unit 5A according to the present embodiment synchronizes the rotations of each other according to the accelerator opening degree AP detected by the accelerator opening degree sensor 41, or does the rotation control unit 5A fall within the rotational speed range ⁇ Np (the rotational speed deviation is predetermined Determine if it is less than or equal to the value.
  • the control device 5 synchronizes the rotation of the sleeve 32H with the rotation of the dog gear 11d. This achieves quiet clutch engagement when the required output is small.
  • the controller 5 controls the rotational speed of the sleeve 32H (hereinafter referred to as "sleeve rotational speed Ns") and the rotational speed of the dog gear 11d (hereinafter referred to as "dog gear rotational speed
  • the rotational speed range ⁇ Np is a range centered on 0, and the absolute values of the upper limit (positive value) and the lower limit (negative value) are the same.
  • the rotation speed range ⁇ Np may be a fixed value set in advance, or may be a variable value according to the vehicle speed (wheel speed), for example.
  • the rotation control unit 5A may set the rotation speed range ⁇ Np wider as the vehicle speed is higher. The higher the vehicle speed, the easier it is for the teeth to mesh with each other. Therefore, the clutch engagement is completed earlier by widening the rotation speed range ⁇ Np as the vehicle speed is higher.
  • the predetermined opening degree APp is a value set in advance, and serves as a threshold value that determines which of quietness and responsiveness should be prioritized in clutch engagement.
  • the control device 5 determines whether or not it is necessary to engage the dog clutches 20, 30H, 30L based on the traveling state of the vehicle 10, the required torque, etc., and determines that the dog clutch 20 is "necessary". , 30H and 30L are transmitted to the rotation control unit 5A.
  • the rotation control unit 5A controls (adjusts) the torque of the generator 4 so that the rotation of the sleeve 32H matches the rotation of the dog gear 11d.
  • the torque of the generator 4 is controlled (adjusted) such that the rotation of the dog gear 15d matches the rotation of the sleeve 32L (the rotation of the two is matched).
  • the torque of the motor 3 is controlled (adjusted) such that the rotation of the dog gear 16d matches the rotation of the sleeve 22 (the rotation of the two is matched).
  • the sleeve control unit 5B moves the sleeve 32H toward the dog gear 11d and The actuator is controlled to slide in a direction away from the dog gear 11d.
  • first direction the direction in which the clutch is engaged
  • second direction the direction opposite to the first direction (i.e., direction in which the clutch is disconnected)
  • first direction the direction in which the clutch is engaged
  • second direction the direction opposite to the first direction
  • the determination unit 5C determines (detects) the presence or absence of the gear block based on the movement amount D of the sleeve 32H.
  • the predetermined amount Dp is set to a value capable of determining the engagement of the sleeve 32H and the gear block. If the determination unit 5C determines that the gear block is generated, the determination unit 5C transmits the determination result to the rotation control unit 5A and the sleeve control unit 5B.
  • the sleeve control unit 5B When the determination result is transmitted from the determination unit 5C, that is, when the gear block shown in FIG. 4C is generated, the sleeve control unit 5B performs the second process on the sleeve 32H as shown in FIG. 4D. After moving in the direction to avoid contact between the sleeve 32H and the dog gear 11d, the sleeve 32H is moved in the first direction again. In this way, by avoiding the contact once, the teeth (spline teeth 32t and dog teeth 11t) of each other are not injured.
  • the generator 4 may be driven to positively change the rotation of the input shaft 11 in order to reliably avoid the gear block without depending on the possibility of the rotation on the output shaft 12 side changing.
  • the rotation control unit 5A controls the generator 4 so that the difference ⁇ N between the sleeve rotation number Ns and the dog gear rotation number Nd becomes large. After that, the generator 4 is controlled so that these rotations match again.
  • the rotation control unit 5A shifts the phase between the sleeve 32H and the dog gear 11d by, for example, applying torque to the generator 4 to increase the rotation of the sleeve 32H that rotates integrally with the input shaft 11 more than the dog gear 11d.
  • the gear block is positively avoided by controlling the torque of the generator 4 again to unite the rotation of the sleeve 32H and the rotation of the dog gear 11d.
  • the sleeve rotation number Ns of the sleeve 32H and the dog gear rotation number Nd of the dog gear 15d are obtained based on the rotation number of the generator 4 detected by the generator rotation number sensor 44. Further, the dog gear rotational speed Nd of the dog gear 11 d and the sleeve rotational speed Ns of the sleeve 32 L are obtained based on the rotational speed of the wheel (output shaft 12) detected by the wheel speed sensor 42.
  • the sleeve rotational speed Ns of the sleeve 22 of the first dog clutch 20 is determined based on the rotational speed of the wheel (output shaft 12), and the dog gear rotational speed Nd of the dog gear 16d is detected by the motor rotational speed sensor 43 of the motor 3 It is calculated based on the number of revolutions.
  • the acquiring unit 5D acquires (calculates) an accelerator opening speed which is a change rate of the accelerator opening degree AP detected by the accelerator opening degree sensor 41, and the drive control unit 5E is based on an accelerator operation.
  • the drive source in the present embodiment, the engine 2 and the motor 3) is controlled.
  • the acquiring unit 5D and the drive control unit 5E give priority to the shift (clutch switching) to the acceleration request.
  • the accelerator opening speed acquired by the acquisition unit 5D is greater than or equal to a predetermined value while the drive control unit 5E is under control of the sleeve control unit 5B, the spline teeth 32t of the sleeve 32 and the dog teeth of the dog gear 11d are controlled. The control of the drive source is awaited until 11t is engaged.
  • FIG. 5 is an example of a flowchart for explaining the contents of the above-described clutch engagement control. This flowchart is implemented by the control device 5 when the vehicle 10 is traveling and it is necessary to switch the clutch. In addition, since this flowchart is implemented also when any dog clutch 20, 30H, 30L is engaged, the code
  • step S1 the accelerator opening AP is acquired from the accelerator opening sensor 41.
  • step S2 it is determined whether the accelerator opening AP is equal to or greater than a predetermined opening APp.
  • AP ⁇ APp that is, when the required output is small
  • the process proceeds to step S3 where the torque of the rotary electric machine is controlled to match the rotation of the sleeve and the rotation of the dog gear, and the sleeve rotation number Ns and the dog gear rotation number Nd Are acquired (step S4).
  • step S5 it is determined whether or not the rotational speed difference ⁇ N is 0. If the rotational speed difference ⁇ N is not 0, the process returns to step S3 and the processing of steps S3 to S5 is repeated.
  • step S6 If it is determined in step S5 that the rotational speed difference ⁇ N is 0, that is, if the rotations are synchronized, the sleeve is moved in the first direction (step S6), and then it is determined whether there is a sudden accelerator operation (step S6) S7). Specifically, in step S7, the accelerator opening speed is acquired and compared with a predetermined value, and if the accelerator opening speed is equal to or more than a predetermined value, it is determined that "a sudden accelerator operation is performed". In this case, in step S8, the increase in torque of the drive source is in a standby state. On the other hand, if there is no sudden accelerator operation, step S8 is skipped and the process proceeds to step S9.
  • step S9 the movement amount D of the sleeve in the first direction is acquired, and it is determined whether the movement amount D is equal to or greater than a predetermined amount Dp (step S10). If D ⁇ Dp, this flow is ended because the sleeve and dog gear are engaged. On the other hand, if D ⁇ Dp, the gear block is generated, so the sleeve is moved in the second direction (step S11), and the rotary electric machine is controlled so as to make the rotational speed difference ⁇ N (step S12). That is, when the gear block is generated, the sleeve is once released from the dog gear, and the rotation is desynchronized. Then, the process returns to step S3, and the rotating electrical machine is controlled so that the rotations are synchronized again.
  • step S2 If AP ⁇ APp in step S2, that is, if the required output is large, the process proceeds to step S13, and the torque of the rotating electrical machine is controlled such that the rotation of the sleeve matches the rotation of the dog gear.
  • step S14 the sleeve rotational speed Ns and the dog gear rotational speed Nd are acquired, and in step S15, it is determined whether or not the rotational speed difference ⁇ N falls within the rotational speed range ⁇ Np. If ⁇ N ⁇ ⁇ Np, the process returns to step S13, and the processes of steps S13 to S15 are repeated.
  • step S15 If it is determined in step S15 that .DELTA.N ⁇ .DELTA.Np holds, that is, if the rotations approach each other to some extent, the sleeves are moved in the first direction (step S16), and then, as in step S7, the sudden acceleration operation is performed. The presence or absence is judged (step S17), and if there is a sudden accelerator operation, the torque increase of the drive source is put in a standby state in step S18. On the other hand, if there is no sudden accelerator operation, step S18 is skipped and this flow is ended.
  • step S2 when the sleeve is engaged with the rotational speed difference ⁇ N, it is basically determined that no gear block will occur, and the flow is ended without detecting the movement amount D. Do.
  • step S13 the same process as the process of steps S9 to S12 described above may be performed. Further, when the process proceeds from step S2 to step S13, steps S17 and S18 may be omitted.
  • the control device 5 described above performs clutch engagement control on each of the first dog clutch 20 provided on the first path 51 and the second dog clutch 30 provided on the second path 52.
  • a dog clutch that does not have a synchro mechanism, traveling (EV mode, series mode) using only the power of the motor 3 and traveling (parallel mode) mainly using the engine 2 and using the power of the motor 3 as an assist Since switching is performed by 20 and 30, miniaturization can be achieved and space saving can be realized.
  • it is not a clutch mechanism using oil pressure an oil pump is unnecessary, and further, since drag loss can be reduced, high efficiency can be expected.
  • the first dog clutch 20 is provided on the first path 51, and the first dog clutch 20 is released when the assist by the motor 3 is unnecessary when traveling in the parallel mode.
  • the motor 3 can be disconnected from the output shaft 12 by the As a result, corotation of the motor 3 can be avoided, power consumption can be suppressed, and loss can be reduced.
  • the second dog clutch 30 is provided on the second path 52, and when traveling in the parallel mode, the high gear and the low gear are switched according to the traveling state, required output, etc. Be That is, in the parallel mode, the power of the engine 2 can be switched in two steps and transmitted (output), so that the traveling pattern can be increased, and the effects such as the improvement of the drive feeling and the improvement of the fuel efficiency can be obtained. It is possible to improve the quality. Furthermore, in the transaxle 1 described above, the high-side dog clutch 30H and the low-side dog clutch 30L provided independently of each other as the second dog clutch 30 can be adjusted in rotation by one rotating electric machine (that is, the generator 4).
  • the second dog clutch 30 described above is configured of the high side dog clutch 30H and the low side dog clutch 30L, and the dog clutches 30H and 30L are provided with the sleeves 32H and 32L, there is no restriction on the gear ratio. That is, each gear ratio of the high gear stage and the low gear stage can be freely set. Furthermore, in the vehicle 10 described above, since the power of the engine 2 and the motor 3 can be output individually, it is possible to cover the torque dropout at the time of high / low switching with the power of the motor 3. As a result, it is possible to suppress the shift shock and to reduce the need to perform high / low switching quickly, so the configuration of the second dog clutch 30 can be simplified.
  • the content of the above-described clutch engagement control is an example, and is not limited to the above.
  • the sleeve rotation speed Ns and the dog gear rotation speed Nd may always be synchronized regardless of the accelerator opening degree AP.
  • the rotational speed difference ⁇ N may always be within the rotational speed range ⁇ Np.
  • the driver's request may be prioritized. That is, after the clutch engagement is temporarily interrupted to increase the output, control may be performed to adjust the rotation again. With such a configuration, the drive feeling can be improved because the driver's request can be promptly responded.
  • the sleeves 22, 32H, 32L are moved to such an extent that a slight gap is formed between the sleeves 22, 32H, 32L and the dog gears 16d, 11d, 15d when it is determined that a gear block is generated. It may be. That is, a configuration in which the rotational frequency is intentionally shifted by the rotating electrical machine by moving in the second direction is not essential, as long as at least a gear block can be determined (detected).
  • Transaxle 1 mentioned above is an example, and the composition is not restricted to what was mentioned above.
  • the second dog clutch 30 is provided on each of the input shaft 11 and the first counter shaft 15, but one second dog clutch may be provided on one of the shafts 11 and 15 Good.
  • a dog gear on the high side is disposed on one side in the axial direction of the second dog clutch provided on the input shaft 11, and a dog gear on the low side is disposed on the other side, and the sleeve of the second dog clutch is selected as both dog gears. It may be provided to engage with each other.
  • the clutch engagement control described above is applicable even to the transaxle having such a configuration.
  • the relative positions of the engine 2, the motor 3 and the generator 4 with respect to the transaxle 1 are not limited to those described above.
  • the arrangement of the six axes 11 to 16 in the transaxle 1 may be set according to these relative positions.
  • the arrangement of the gears provided on each of the shafts in the transaxle 1 is also an example, and is not limited to that described above.
  • the transaxle 1 described above has high gear stages and low gear stages, and these are switched by the second dog clutch 30.
  • the clutch engagement control described above may be applied. That is, the above-described clutch engagement control is not limited to the transaxle, and is applicable to any meshing clutch.

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Abstract

L'invention concerne des manchons (22, 32H, 32L) et des engrenages de mise en prise (16d, 11d, 15d) pour des embrayages à entraînement instantané (20, 30H, 30L) positionnés entre des premiers arbres (11, 13), auxquels la puissance est transmise par rotation synchronisée avec des machines électriques rotatives (3, 4), et des seconds arbres (15, 16), auxquels la puissance provenant des premiers arbres (11, 13) est transmise. Un dispositif de commande (5) comprend : une unité de commande de rotation (5A) qui, pendant qu'un véhicule se déplace avec les embrayages (20, 30H, 30L) désaccouplés, commande les machines électriques rotatives (3, 4) de manière à faire correspondre la rotation des manchons avec la rotation des engrenages de mise en prise; une unité de commande de manchon (5B) qui, pendant la commande effectuée par l'unité de commande de rotation (5A), déplace les manchons dans une première direction pour mettre en prise les manchons avec les engrenages de mise en prise; des unités de détection de mouvement (45a-45c) qui détectent l'ampleur de mouvement (D) des manchons; et une unité de détermination (5C) qui, si l'ampleur de mouvement (D) est inférieure à une ampleur prescrite prédéfinie (Dp), détermine que le blocage d'engrenage, dans lequel les manchons et les engrenages de mise en prise entrent en collision sans s'engrener, a eu lieu.
PCT/JP2018/031963 2017-12-04 2018-08-29 Dispositif de commande d'embrayage WO2019111457A1 (fr)

Priority Applications (2)

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CN201880077909.3A CN111433066A (zh) 2017-12-04 2018-08-29 离合器控制装置
JP2019558001A JP6958634B2 (ja) 2017-12-04 2018-08-29 クラッチ制御装置

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JP2017-232750 2017-12-04

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Publication number Priority date Publication date Assignee Title
CN111577781A (zh) * 2020-04-02 2020-08-25 义乌吉利自动变速器有限公司 一种犬齿离合器及控制装置
CN111577889A (zh) * 2020-04-07 2020-08-25 义乌吉利自动变速器有限公司 一种离合器及共用驻车控制装置
CN113108050A (zh) * 2020-01-10 2021-07-13 丰田自动车株式会社 车载控制装置

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