JP2010215079A - Control apparatus of vehicle - Google Patents

Abstract

A control device suitable for a hybrid vehicle using a lock mechanism capable of reducing the supply of energy for maintaining the lock of a generator is provided.
The vehicle control device includes a power distribution mechanism, a driving force source coupled to the power distribution mechanism, and a first member that can rotate integrally with any one of the power distribution mechanisms, The second member arranged coaxially in a state of being opposed to the first member, the interposition member held in the groove formed on each of the opposing surfaces of the first member and the second member, and the released state in which the rotating element is released And a locking mechanism having an actuator that brings the second member into contact with the fixed friction portion when the rotational element shifts to the locked engagement state. When the vehicle control device shifts from the disengaged state to the engaged state, the rotational speed difference between the first member and the second member when the rotational speed of the rotating element falls within a predetermined value. For a certain period of time.
[Selection] Figure 7

Description

  The present invention relates to a control device suitable for a vehicle.

  In addition to an internal combustion engine (engine), a hybrid vehicle including a motor generator that functions as an electric motor or a generator is known. In a hybrid vehicle, an internal combustion engine is operated in a highly efficient state as much as possible, while an excess or deficiency of driving force or engine brake is compensated by a motor generator.

  As an example of such a hybrid vehicle, in Patent Document 1, an engine and a generator are coupled to each rotating element of a planetary gear mechanism, and a wet multi-plate brake is connected to the rotor of the generator. The thing which locks a generator using a multi-plate brake is described. Patent Document 2 also describes a technique related to the present invention.

JP-A-8-183348 JP 2006-38136 A

  In the hybrid vehicle described in Patent Document 1, a continuously variable transmission mode that realizes an electrical continuously variable transmission using a generator by switching between an engaged state in which the generator is locked and a released state in which the generator is unlocked. And a fixed shift mode for realizing a fixed shift without using a generator can be selectively executed. However, in the hybrid vehicle described in Patent Document 1, drag torque is generated by the shearing force of oil interposed between the multiple plates of the wet multi-plate brake even when the generator is unlocked. Further, in order to maintain the generator lock, it is necessary to continue to supply energy for maintaining the brake plates pressed against each other. Therefore, the hybrid vehicle described in Patent Document 1 has a problem that the loss increases due to the presence of such a lock mechanism. Therefore, it is conceivable to use a so-called cam mechanism or the like, which can reduce the supply of energy for maintaining the generator lock, as the lock mechanism, as compared with the wet multi-plate clutch.

  An object of the present invention is to provide a control device suitable for a vehicle using a lock mechanism capable of reducing the supply of energy for maintaining the lock of the generator.

  In one aspect of the present invention, a power distribution mechanism, a plurality of driving force sources connected to the power distribution mechanism, a first member that can rotate integrally with any one of the power distribution mechanisms, The second member, which is coaxially disposed in a state of facing the first member, is formed on the opposing surfaces of the first member and the second member, and is held in a groove portion whose depth gradually decreases in the rotation direction. At the time of transition from the released state in which the rotating element is released to the engaged state in which the rotating element is locked away from the side of the second member opposite to the side facing the first member. And a lock mechanism having an actuator that brings the second member into contact with the fixed friction portion, and a vehicle control device applied to the vehicle at the time of transition from the released state to the engaged state. Said When the rotational speed of the rolling element falls within a predetermined value, the actuator is controlled to generate a rotational speed difference between the first member and the second member for a certain period of time. It has a control means which transfers to a joint state.

  The vehicle control device includes a power distribution mechanism, a plurality of driving force sources coupled to the power distribution mechanism, a first member that can rotate integrally with any one of the power distribution mechanisms, a first member, An intervening member formed on each of the opposing surfaces of the second member, the first member, and the second member disposed coaxially in a state of facing the member, and held in a groove that gradually decreases in depth in the rotational direction; At the time of transition from the released state in which the rotating element is released to the engaged state in which the rotating element is locked, the second member has a second friction portion fixed away from the side opposite to the side facing the first member. The present invention is applied to a vehicle including a lock mechanism having an actuator that draws and contacts members. By using this lock mechanism, once the transition is made from the released state to the engaged state by the actuator, the torque generated in the rotating member after the transition is used to reduce the power of the actuator and maintain the engaged state. Can do. Therefore, the supply of energy for maintaining the engaged state can be reduced, and the loss accompanying the mounting of the lock mechanism can be reduced. The vehicle control device is, for example, an ECU (Electronic Control Unit), and specifically functions as a control unit. The control means controls the actuator between the first member and the second member when the number of rotations of the rotating element falls within a predetermined value during the transition from the released state to the engaged state. After the rotation speed difference is generated for a certain time, the shift to the engaged state is made. As a result, the shift mode switching control time can be shortened, and the time for which the shift mode is set to the fixed shift mode is extended by the reduction in the shift mode switching control time. Can be improved.

  According to another aspect of the vehicle control apparatus, at least one of the plurality of driving force sources is a motor generator, and the control unit is configured to control the output torque of the motor generator according to a reduction amount of the output torque of the motor generator. The actuator is controlled so that the sum of the braking torque generated when the second member contacts the friction portion and the output torque of the motor generator is constant. Thereby, the shock at the time of making a lock mechanism into an engagement state can be reduced.

  In a preferred embodiment of the vehicle control apparatus, the actuator attracts the second member to the friction portion by a magnetic force generated by an electromagnet, and the control means reduces the output torque of the motor generator. Accordingly, the amount of coil current supplied to the electromagnet is increased. As a result, the amount of current taken from the battery can be reduced, and fuel consumption can be improved.

  In another aspect of the vehicle control apparatus, the control means detects a phase twist between the first member and the second member, and rotates the motor generator so as to eliminate the twist. Control the number. By doing in this way, generation | occurrence | production of the shock at the time of eliminating a twist can be prevented.

  In a preferred embodiment of the above-described vehicle control device, the vehicle is a hybrid vehicle, and the lock mechanism is engaged with a continuously variable transmission mode for continuously variable transmission by releasing the lock mechanism and controlling the motor generator. And a fixed transmission mode in which a fixed transmission is performed by combining the two.

  In a preferred embodiment of the vehicle control apparatus, the first member is configured to be rotatable integrally with a rotor of the motor generator.

  A power distribution mechanism, a plurality of driving force sources coupled to the power distribution mechanism, a first member that can rotate integrally with any one of the power distribution mechanisms, and a state facing the first member The second member disposed coaxially, the interposition member formed on each of the opposing surfaces of the first member and the second member, and held in a groove that gradually decreases in depth in the rotational direction, the rotating element When the transition from the released state in which the rotary element is released to the engaged state in which the rotary element is locked is performed with respect to the friction portion fixed away from the surface of the second member opposite to the surface facing the first member. And a lock mechanism having an actuator that pulls the second member into contact with each other, and a vehicle control device applied to the vehicle has a large number of rotations of the rotating element during the transition from the released state to the engaged state. The Control means for controlling the actuator to cause a rotational speed difference between the first member and the second member for a certain period of time when the value falls within a predetermined value and then shifting to the engaged state. . As a result, the shift mode switching control time can be shortened, and the time for which the shift mode is set to the fixed shift mode is extended by the reduction in the shift mode switching control time. Can be improved.

1 is a diagram schematically showing an overall configuration of a hybrid vehicle according to an embodiment. It is sectional drawing which shows the detail of a locking mechanism. It is a figure which shows the state which looked at the clutch board in the lock mechanism from the axial direction. The state which looked at the clutch board in the lock mechanism from the radial direction is shown. It is a figure which shows an example of the alignment chart in continuously variable transmission mode and fixed transmission mode. It is a figure which shows the map prescribed | regulated by the vehicle speed and the accelerator opening. It is a time chart which shows the control processing of the hybrid vehicle which concerns on this embodiment. The state which looked at the clutch board in the lock mechanism from the radial direction is shown. It is a figure which shows the state which looked at the clutch board in the lock mechanism from the axial direction. It is a graph which shows the relationship between the output torque of a 1st motor generator, and a coil current. It is a flowchart which shows the control process of the hybrid vehicle which concerns on this embodiment.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Device configuration]
FIG. 1 schematically shows the overall configuration of a hybrid vehicle according to the present embodiment. As is well known, a hybrid vehicle is a vehicle that includes an internal combustion engine as a driving power source for traveling and a motor generator as another driving power source for traveling. The hybrid vehicle according to the present embodiment is configured as an FF layout vehicle in which drive wheels and an internal combustion engine are located at the front of the vehicle.

  The hybrid vehicle includes an internal combustion engine (engine) 3, a first motor generator MG 1, a power distribution mechanism 5 to which the engine 3 and the first motor generator MG 1 are respectively connected, and power for output to drive wheels 10. And an output gear 6 as an output member. Further, the hybrid vehicle is provided with a second motor generator MG2 connected to the output gear 6 via the speed reduction mechanism 7. The power of the output gear 6 is transmitted to the left and right drive wheels 10 via the differential device 11.

  The engine 3 is configured as a spark ignition type multi-cylinder internal combustion engine, and the power is transmitted to the power distribution mechanism 5 via the input shaft 15. A damper 16 is interposed between the input shaft 15 and the engine 3, and torque fluctuations of the engine 3 are absorbed by the damper 16. The first motor generator MG1 and the second motor generator MG2 have the same configuration, and have both a function as an electric motor and a function as a generator. The first motor generator MG1 includes a stator 4a fixed to a case 17 as a fixing member, and a rotor 4b arranged coaxially on the inner peripheral side of the stator 4a. Similarly, the second motor generator MG2 includes a stator 8a fixed to the case 17, and a rotor 8b disposed coaxially on the inner peripheral side of the stator 8a.

  The power distribution mechanism 5 is configured as a single pinion type planetary gear mechanism having three elements that can rotate differentially with each other, and is arranged coaxially with respect to the sun gear S1 that is an external gear and the sun gear S1. And a carrier C1 for holding the pinion P1 meshing with the gears S1 and R1 so as to rotate and revolve. In this embodiment, the input shaft 15 is connected to the carrier C1, the first motor generator MG1 is connected to the sun gear S1 via a connecting member 21 as a rotating member, and the output gear 6 is connected to the ring gear R1. The connecting member 21 is formed in a hollow shape, and the input shaft 15 is inserted. The rotor 4b of the first motor generator MG1 is fixed to the outer periphery of the connecting member 21.

  As shown in FIG. 1, the speed reduction mechanism 7 is a mechanism for reducing the rotation of the second motor generator MG2 and transmitting it to the output gear 6, and is a single pinion having three elements that can be differentially rotated with respect to each other. It is configured as a type planetary gear mechanism. The speed reduction mechanism 7 rotates and revolves a sun gear S2 that is an external gear, a ring gear R2 that is an internal gear disposed coaxially with the sun gear S2, and a pinion P2 that meshes with these gears S2 and R2. And a carrier C2 to be held. In this embodiment, the sun gear S2 is connected to the second motor generator MG2, the ring gear R2 is connected to the output gear 6, and the carrier C2 is fixed to the case 17. Thus, the rotation of second motor generator MG2 is decelerated and transmitted to output gear 6, and the power of second motor generator MG2 is amplified and transmitted to output gear 6.

  The hybrid vehicle is provided with a lock mechanism 50 for changing the shift mode by switching between an engaged state in which the first motor generator MG1 is locked and a released state in which the lock is released. The lock mechanism 50 selects a continuously variable transmission mode that realizes an electric continuously variable transmission using the first motor generator MG1 and a fixed transmission mode that realizes a fixed gear position that does not use the first motor generator MG1. Can be executed. The lock mechanism 50 includes an engagement mechanism 51 that is interposed between the connection member 21 and the case 17 and can fix the connection member 21 to the case 17, and a solenoid-type actuator 52 that operates the engagement mechanism 51. ing. Details of the lock mechanism 50 will be described later.

  The power supply unit 30 includes an inverter 31, a converter 32, an HV battery 33, and a converter 34. The first motor generator MG1 is connected to the inverter 31 by a power line 37, and the second motor generator MG2 is connected to the inverter 31 by a power line 38. The inverter 31 is connected to the converter 32, and the converter 32 is connected to the HV battery 33. Further, the HV battery 33 is connected to the auxiliary battery 35 via the converter 34.

  Inverter 31 exchanges power with motor generators MG1 and MG2. During regeneration of the motor generator, the inverter 31 converts the electric power generated by the motor generators MG1 and MG2 into the direct current and supplies the direct current to the converter 32. Converter 32 converts the electric power supplied from inverter 31 to charge HV battery 33. On the other hand, when the motor generator is powered, the DC power output from the HV battery 33 is boosted by the converter 32 and supplied to the inverter 31, and then supplied to the motor generator MG 1 or MG 2 via the power line 37 or 38.

  The electric power of the HV battery 33 is converted into a voltage by the converter 34 and supplied to the auxiliary battery 35, and used for driving various auxiliary machines.

  The operation of the inverter 31, the converter 32, the HV battery 33, and the converter 34 is controlled by the ECU 40. ECU40 controls operation | movement of each element in the power supply unit 30 by transmitting control signal Sig4. A necessary signal indicating the state of each element in the power supply unit 30 is supplied to the ECU 40 as a control signal Sig4. Specifically, SOC (State Of Charge) indicating the remaining battery capacity of the HV battery 33, the input / output limit value of the battery, and the like are supplied to the ECU 40 as the control signal Sig4.

  The ECU 40 transmits and receives control signals Sig1 to Sig3 to and from the engine 1, the first motor generator MG1 and the second motor generator MG2, thereby controlling them and transmitting the control signal Sig5 to the lock mechanism 50. Thus, the lock mechanism 50 is controlled. For example, the ECU 40 controls the lock mechanism 50 based on a vehicle speed and a throttle opening detected based on a detection signal from a vehicle speed sensor (not shown).

  Next, the lock mechanism 50 will be described with reference to FIGS. FIGS. 2A and 2B are diagrams showing details of the lock mechanism 50, FIG. 2A shows a released state, and FIG. 2B shows an engaged state. The lock mechanism 50 is a so-called cam mechanism, and includes an engagement mechanism 51 and an actuator 52 that operates the engagement mechanism 51. The coupling member 21 is connected to the engagement mechanism 51, and the torque of the first motor generator MG1 is input via the coupling member 21. The actuator 52 is interposed between the engagement mechanism 51 and the case 17 and is fixed to the case 17. The actuator 52 is controlled by the ECU 40.

  The engaging mechanism 51 includes a first clutch plate 55 as a first member fixed to the connecting member 21, a second clutch plate 56 as a second member arranged coaxially with the first clutch plate 55, A spherical interposed member 57 interposed between the clutch plates 55 and 56 is provided. Each of the clutch plates 55 and 56 is formed in a disc shape, and V-shaped grooves 58 and 59 as groove portions for holding the interposition member 57 are formed on the opposing surfaces of the clutch plates 55 and 56.

  3 shows the state of the first clutch plate 55 viewed from the axial direction, and FIGS. 4A and 4B show the state of the clutch plates 55 and 56 viewed from the radial direction. 4A shows a case where the lock mechanism 50 is in a released state, and FIG. 4B shows a case where the lock mechanism 50 is in an engaged state. As is apparent from FIG. 3, six V-shaped grooves 58 provided in the first clutch plate 55 are arranged at equal intervals in the circumferential direction. Similarly, six other V-shaped grooves 59 formed in the second clutch plate 56 are arranged at equal intervals in the circumferential direction. Each V-shaped groove 58, 59 has a semicircular cross section when cut along a cross section including the center line of the first clutch plate 55 (see FIGS. 2A and 2B). Further, as shown in FIG. 3, when viewed from the axial direction of the first clutch plate 55, the V-shaped grooves 58 and 59 are provided with an inner edge near the center of the first clutch plate 55 and an outer edge away from the center. Are curved to form a concentric arc. Furthermore, as shown in FIGS. 4A and 4B, when viewed from the radial direction of the first clutch plate 55, the V-shaped grooves 58 and 59 are formed in a V-shape, and the rotation direction (in the drawing) The depth gradually decreases with respect to the upper or lower direction.

  As shown in FIG. 2A, when the lock mechanism 50 is in a released state, a predetermined gap (gap) G is formed between the second clutch plate 56 of the engagement mechanism 51 and the actuator 52. The gap G is measured by, for example, a gap sensor.

  A return spring 60 is provided between the second clutch plate 56 and the actuator 52 to urge the second clutch plate 56 in a direction away from the actuator 52. The return spring 60 is, for example, a disc spring, and is provided via a bearing (not shown) attached to either the actuator 52 that is a fixed member or the second clutch plate 56 that is a rotating member. Therefore, in the released state, the first clutch plate 55 and the second clutch plate 56 are rotated in a state where the second clutch plate 56 is pressed in a direction approaching the first clutch plate 55.

  The actuator 52 is provided with a friction portion 61 that can come into contact with the second clutch plate 56 and an electromagnet 62 incorporated in the friction portion 61. The friction part 61 is stationary with respect to the case 17. That is, the friction portion 61 is fixed to the side of the second clutch plate 56 opposite to the side facing the first clutch plate 55 by being separated by the gap G. Since the second clutch plate 56 is made of magnetic metal, a magnetic field is generated when a coil current is passed through the coil of the electromagnet 62 of the actuator 52 in the state shown in FIGS. Thus, the second clutch plate 56 is pulled toward the actuator 52 against the elastic force of the return spring 60. When the second clutch plate 56 comes into contact with the friction portion 61 by the magnetic force of the electromagnet 62, a frictional force is generated between the second clutch plate 56 and the friction portion 61, so that the second clutch plate 56 is against the friction portion 61. Stop. That is, as shown in FIG. 2B and FIG. 4B, the state shifts to the engaged state in which the first motor generator MG1 is locked. As a result, the transmission mode is switched from the continuously variable transmission mode to the fixed transmission mode.

  When positive torque is generated in the first clutch plate 55, the interposition member 57 moves to a shallow position in the V-shaped grooves 58 and 59 as shown in FIG. A force that presses against the portion 61 is generated. Therefore, as long as a positive torque is applied to the first clutch plate 55 (to the connecting member 21) after the transition to the engaged state, the pressing force is maintained. Therefore, once the second clutch plate 56 comes into contact with the friction portion 61 due to the magnetic force of the electromagnet 62, the frictional force between the second clutch plate 56 and the friction portion 61 is reduced even if the power supply to the electromagnet 62 is subsequently reduced. Since it is not lost, it is possible to maintain the engaged state. That is, a locked state in which the engaged state can be maintained even when the power of the actuator 52 is reduced can be realized.

  When the negative torque in the direction opposite to the positive torque acts on the connecting member 21 in the engaged state of FIG. 2B, the force for pressing the second clutch plate 56 against the friction portion 61 is lost, so that the lock is released and FIG. (A) Transition to the released state of FIG. As a result, the transmission mode is switched from the fixed transmission mode to the continuously variable transmission mode. After the transition to the released state, the released state is maintained without the power of the actuator 52 by the elastic force of the return spring 60. In the released state, the connection member 21 is allowed to rotate in each of the positive rotation direction and the negative rotation direction.

[Change gear mode]
Here, the operation state of the hybrid vehicle in the continuously variable transmission mode and the fixed transmission mode will be described with reference to FIG. FIG. 5 shows an example of an alignment chart in the continuously variable transmission mode and the fixed transmission mode. 5A and 5B, the vertical direction corresponds to the rotational speed, the upward direction corresponds to the positive rotation, and the downward direction corresponds to the negative rotation. In FIGS. 5A and 5B, the upward torque corresponds to the positive torque, and the downward torque corresponds to the negative torque.

  Straight lines A1a, A1b, and A1c in FIG. 5A show examples of collinear charts in the continuously variable transmission mode. In the continuously variable transmission mode, a reaction torque corresponding to the engine torque TKE of the engine 3 is output from the first motor generator MG1 as the torque TK1. Here, as can be seen from FIG. 5A, the engine torque TKE is a positive torque and the torque TK1 is a negative torque. Torque TK2 indicates the torque output from the second motor generator MG2. In the continuously variable transmission mode, the engine speed of the engine 3 can be continuously controlled by increasing or decreasing the rotation speed of the first motor generator MG1. When the rotation speed of the output gear 6 is N1, for example, when the rotation speed of the first motor generator MG1 is sequentially changed to white circles m1, m2, and m3, the engine rotation speed of the engine 3 is White circles Ne1 (> N1), Ne2 (= N1), and Ne3 (<N1) change sequentially. That is, the engine speed of the engine 3 sequentially changes to a value higher than, equal to, and lower than the speed of the output gear 6. At this time, the first motor generator MG1 generates power and supplies power to the second motor generator MG2 via the inverter 31. That is, in the continuously variable transmission mode, the output from the engine 3 is directly transmitted to the output gear 6 through the power distribution mechanism 5 and the output gear 6 from the first motor generator MG1 through the speed reduction mechanism 7. Is transmitted to the output gear 6 through two routes, that is, a route electrically transmitted to the second motor generator MG2 connected to.

  A straight line A2 in FIG. 5B shows an example of an alignment chart in the fixed speed change mode. In the fixed speed change mode, since the lock mechanism 50 fixes the rotor 4a of the first motor generator MG1 and the sun gear S1, the speed ratio determined by the power distribution mechanism 5 is overdriven. The state is fixed (that is, the state in which the engine speed Ne4 of the engine 3 is smaller than the speed N1 of the output gear 6). At this time, the lock mechanism 50 is responsible for the reaction torque corresponding to the engine torque of the engine 3. Since first motor generator MG1 does not function as either a generator or an electric motor, power is not supplied from first motor generator MG1 to second motor generator MG2. Therefore, in the fixed speed change mode, the output from the engine 3 is transmitted to the output gear 6 only through a route that is directly transmitted to the output gear 6 via the power distribution mechanism 5.

[Control processing]
A hybrid vehicle control method according to the present embodiment will be described.

  FIG. 6 is a diagram showing the movement of the vehicle operating point (vehicle operating point) on the map defined by the vehicle speed and the accelerator opening, where the horizontal axis shows the vehicle speed and the vertical axis shows the throttle opening. ing. Vehicle operating points are indicated by white circles.

  On the map shown in FIG. 6, a fixed transmission mode area Ars and a continuously variable transmission mode area Arc are set.

  The ECU 40 holds, in a memory or the like, a map (shift mode determination map) showing the relationship between the vehicle speed, throttle opening, and shift mode shown in FIG. The ECU 40 determines whether the vehicle operating point is located in the continuously variable transmission mode area Arc or the fixed transmission mode area Ars based on the transmission mode determination map. When the ECU 4 determines that the vehicle operating point is located in the fixed transmission mode area Ars, the ECU 4 switches the transmission mode to the fixed transmission mode. On the other hand, when ECU 40 determines that the vehicle operating point is located in continuously variable transmission mode area Arc, ECU 40 switches the transmission mode to continuously variable transmission mode. The shift mode determination map is defined by the vehicle speed and the throttle opening, but is not limited to this, and may be defined by the vehicle speed and driving force instead.

  For example, as indicated by an arrow W, when the vehicle operating point moves from the continuously variable transmission mode region Arc to the fixed transmission mode region Ars, the ECU 40 performs control for switching the transmission mode from the continuously variable transmission mode to the fixed transmission mode. Do. In a general control process for switching the transmission mode from the continuously variable transmission mode to the fixed transmission mode, the ECU 40 completes the rotation speed synchronization control of the engagement element of the lock mechanism 50 and then performs the engagement control of the lock mechanism 50. I do. Specifically, the ECU 40 performs engagement control for setting the lock mechanism 50 to the engaged state after setting the rotation speed of the first clutch plate 55, that is, the rotation speed of the first motor generator MG1 to “0”. . As the engagement control of the lock mechanism 50 at this time, the second clutch plate 56 is attracted and fixed to the friction portion 61, and the first clutch plate 55 is rotated with the second clutch plate 56 fixed to the friction portion 61. As a result, the interposition member 57 is moved to a shallow position in the V-shaped grooves 58 and 59, and the lock mechanism 50 is brought into an engaged state. However, it takes time to perform such a series of engagement control of the lock mechanism 50 after the rotation speed synchronization control is completed.

  Therefore, in the hybrid vehicle control method according to the present embodiment, the ECU 40 performs the second operation when the rotation speed of the first motor generator MG1 is equal to or less than a predetermined value when performing the rotation speed synchronization control. The clutch plate 56 starts to be pulled toward the actuator 52 side, and a rotational speed difference is generated between the first clutch plate 55 and the second clutch plate 56 for a certain period of time. Hereinafter, description will be made with reference to FIGS. 7, 8, and 9.

  FIG. 7 is a time chart showing the control process of the hybrid vehicle according to the present embodiment when the transmission mode is switched from the continuously variable transmission mode to the fixed transmission mode. In FIG. 7, “MG1 rotation speed” indicates the rotation speed of the first motor generator MG1, and “MG1 torque” indicates the output torque of the first motor generator MG1. “Coil current” indicates the amount of coil current supplied to the coil of the electromagnet 62 in the actuator 52, and “Stroke” indicates the size of the gap G between the second clutch plate 56 and the actuator 52. . In FIG. 7, the upper direction corresponds to positive rotation or positive torque, and the lower direction corresponds to negative rotation or negative torque.

  FIG. 8 shows the clutch plates 55 and 56 viewed from the radial direction. In FIG. 8, the thin line arrow indicates the direction in which the first clutch plate 55 rotates, and the thick line arrow indicates the torque due to the magnetic force. Note that the length of the thick arrow corresponds to the magnitude of the torque.

  In the example shown in FIG. 7, it is assumed that first motor generator MG1 is in a negative rotation state as shown by straight line A1c in FIG. 5 when the speed change mode is a continuously variable transmission mode. At time t0, the ECU 40 starts a control process for switching the transmission mode from the continuously variable transmission mode to the fixed transmission mode. First, from time t0, the ECU 40 gradually decreases the magnitude of the output torque of the first motor generator MG1, and gradually reduces the magnitude of the rotation speed of the first motor generator MG1 to approach “0”. . At this time, the magnitude of the rotational speed of the first clutch plate 55 connected to the first motor generator MG1 by the connecting member 21 also gradually decreases. At this stage, as shown in FIG. 8A, no magnetic force acts on the second clutch plate 56 from the actuator 52, and the second clutch plate 56 approaches the first clutch plate 55 by the return spring 60. It is pressed by. Therefore, the second clutch plate 56 rotates at substantially the same rotational speed as the first clutch plate 55.

  When the rotation speed of first motor generator MG1 falls within a predetermined value at time t1, ECU 40 controls actuator 52 to start energization of the coil of electromagnet 62. Therefore, the second clutch plate 56 is pulled toward the actuator 52 against the elastic force of the return spring 60 by the magnetic force generated in the electromagnet 62, and contacts the actuator 52 at time t2. From time t1 to time t2, as shown in FIG. 8B, a gap is generated between the second clutch plate 56 and the interposition member 57, so that the first clutch plate 55 is interposed from the second clutch plate 56. Torque is hardly transmitted via the member 57, and a rotational speed difference is generated between the first clutch plate 55 and the second clutch plate 56. Specifically, the rotational speed of the second clutch plate 56 is lower than the rotational speed of the first clutch plate 55.

  At time t2, the second clutch plate 56 contacts the actuator 52. The ECU 40 detects that the second clutch plate 56 contacts the actuator 52 using a gap sensor or the like. Here, instead of using the gap sensor, for example, the ECU 40 controls the actuator 52 so that the second clutch plate 56 is moved to the actuator 52 based on the passage of time after starting to energize the coil of the electromagnet 62. The contact may be estimated. Thereby, it becomes unnecessary to use a gap sensor, and a component can be reduced.

  When the ECU 40 detects that the second clutch plate 56 has come into contact with the actuator 52, the ECU 40 reduces the amount of coil current energized in the electromagnet 62. This is because the distance between the second clutch plate 56 and the electromagnet 62 is closer at this time than when the second clutch plate 56 and the actuator 52 are separated from each other. More specifically, at this time, a magnetic force sufficient to bring the second clutch plate into contact with the actuator 52 even if the coil current amount is reduced by the distance between the second clutch plate and the actuator 52 is short. This is because it can be held. For example, the ECU 40 reduces the amount of coil current until the minimum magnetic force capable of maintaining the contact between the second clutch plate 56 and the actuator 52 against the elastic force of the return spring 60 is obtained. . By doing in this way, the amount of current brought out from the HV battery 33 can be reduced, and fuel consumption can be improved. At this stage, the second clutch plate 56 is in contact with the friction portion 61 but not fixed. That is, the second clutch plate 56 rotates at a lower rotational speed than the first clutch plate 55. Accordingly, at this stage, the lock mechanism 50 is not engaged.

  In this way, by performing half-engagement control that causes a rotational speed difference between the first clutch plate 55 and the second clutch plate 56, the second clutch plate 56 is fixed immediately after contacting the friction portion 61. Compared with the case where the second clutch plate 56 is in contact with the friction portion 61, it is possible to prevent the occurrence of a shock and to suppress the heat generation in the friction portion 61.

  When the second clutch plate 56 comes into contact with the friction portion 61, the rotational speed of the second clutch plate 56 gradually decreases. At time t3, the second clutch plate 56 is temporarily stopped, and the first clutch plate 55 is also stopped. That is, as shown in FIG. 7, the rotation speed of the first motor generator MG1 is “0”.

  FIG. 9 shows a state in which the first clutch plate 55 is viewed from the axial direction. In FIG. 9, one of the V-shaped grooves 59 of the second clutch plate 56 is indicated by a broken line. As described above, from time t1 to time t3, the clutch plates 55 and 56 both rotate in the negative rotation direction, and the second clutch plate 56 rotates at a lower rotational speed than the first clutch plate 55. Therefore, the interposition member 57 gradually moves, and at the time t3, as shown in FIGS. 8C and 9A, at the end in the forward rotation direction of the V-shaped groove 58 and the V-shape. The groove 59 comes to the position pl1 that is the end in the negative rotation direction.

  Here, as shown in FIG. 9 (b), rather than making the lock mechanism 50 engaged when the interposed member 57 is at the position pl1, the end of the V-shaped groove 58 in the negative rotation direction, and It is preferable that the lock mechanism 50 is engaged with the interposition member 57 at the position pl2 that is the end of the V-shaped groove 59 in the forward rotation direction. This is because, after the lock mechanism 50 is brought into the engaged state, it is brought into the released state again when the accelerator is suddenly stepped, that is, the engine torque suddenly rises, and the first motor generator MG1. This is because the negative torque is more rapidly output, and at that time, it is preferable that the lock mechanism 50 is easily released.

  Therefore, the ECU 40 uses the positional relationship between the first clutch plate 55 and the second clutch plate 56 when the interposition member 57 is at the position pl2 as a reference between the first clutch plate 55 and the second clutch plate 56. , And the number of rotations of the first motor generator MG1 is controlled so as to eliminate the twist based on the detected phase twist.

  At time t3, as shown in FIGS. 9A and 9B, in order to move the interposed member 57 at the position pl1 to the position pl2, the second clutch plate 56 is moved with respect to the point Ap as shown in FIG. Therefore, it is necessary to rotate the first motor generator MG1 so that the first clutch plate 55 advances in the forward rotation direction by the angle p0. This angle p0 corresponds to the twist of the phase between the first clutch plate 55 and the second clutch plate 56. Here, the angle Po is an angle determined by the circumferential distance of the V-shaped groove 58. The ECU 40 rotates the first motor generator MG1 forward until the twist is eliminated.

  Specifically, the ECU 40 detects the rotation angle of the first motor generator MG1, that is, the rotation angle of the first clutch plate 55 using a resolver or the like, and confirms how much torsion has been eliminated. The number of rotations of first motor generator MG1 is controlled. By doing in this way, generation | occurrence | production of the shock at the time of eliminating a twist can be prevented. At time t4, as shown in FIGS. 8D and 9B, the interposition member 57 is the end of the V-shaped groove 58 in the negative rotation direction and the end of the V-shaped groove 59 in the positive rotation direction. It moves to position pl2 used as a part.

  As can be seen from the above description, by providing a rotational speed difference between the first clutch plate 55 and the second clutch plate 56, it can be expected that the interposition member 57 reaches the position pl1 at time t3. In other words, by providing a rotational speed difference between the first clutch plate 55 and the second clutch plate 56, the ECU 40 increases the magnitude of the phase twist between the first clutch plate 55 and the second clutch plate 56. It becomes possible to grasp in advance, and controllability can be improved.

  From time t4 to time t5, the ECU 40 controls the actuator 52 to increase the braking torque for the second clutch plate 56 in accordance with controlling the rotational speed of the first motor generator MG1 to “0”. Thereby, at time t5, as shown in FIG. 8E, the interposition member 57 moves to a shallow position in the V-shaped grooves 58 and 59, and the lock mechanism 50 is engaged. In FIG. 8 (e), the broken line arrow indicates the braking torque.

  FIG. 10 is a graph showing the relationship between the output torque of the first motor generator and the amount of coil current.

  Specifically, from time t4 to time t5, the ECU 40 outputs the first motor generator so that the sum of the output torque of the first motor generator MG1 and the braking torque for the second clutch plate 56 is constant. The braking torque for the second clutch plate 56 is increased in accordance with the amount of torque reduction. For example, as shown in FIG. 10, the ECU 40 increases the amount of coil current in accordance with the amount of decrease in the output torque of the first motor generator. By doing so, the reaction mechanism torque corresponding to the engine torque that the first motor generator MG1 has handled can be gradually received by the lock mechanism 50, and the lock mechanism 50 can be brought into the engaged state. Shock can be reduced. Further, by increasing the amount of coil current in accordance with the amount of decrease in the output torque of the first motor generator, the amount of current taken from the HV battery 33 can be decreased, and the fuel consumption can be improved.

  Next, the control process of the above-described hybrid vehicle will be described with reference to FIG. FIG. 11 is a flowchart showing a control process of the hybrid vehicle according to the present embodiment when the transmission mode is switched from the continuously variable transmission mode to the fixed transmission mode.

  In step S101, the ECU 40 determines whether the vehicle operating point is located in the fixed shift mode region in the shift mode determination map based on the throttle opening and the vehicle speed in a state where the shift mode is the continuously variable transmission mode. Determine. If the ECU 40 determines that it is located in the fixed speed change mode region (step S101: Yes), it proceeds to the process of step S102, and is not located in the fixed speed change mode region, that is, in the continuously variable speed mode region. If it is determined that it is located (step S101: No), this control process ends.

  In step S102, the ECU 40 starts rotation speed synchronization control. Specifically, first, in step S103, the ECU 40 starts synchronous control for reducing the magnitude of the rotation speed of the first motor generator MG1 to approach "0".

  In step S104, ECU 40 determines whether or not the rotational speed of first motor generator MG1 is within a predetermined value. When ECU 40 determines that the rotation speed of first motor generator MG1 is not within the predetermined value (step S104: No), it repeats the process of step S104. If ECU 40 determines that the number of rotations of first motor generator MG1 is within a predetermined value (step S104: Yes), the process proceeds to step S105.

  In step S <b> 105, the ECU 40 starts half-engagement control for providing a rotational speed difference between the first clutch plate 55 and the second clutch plate 56. Specifically, first, in step S106, the ECU 40 controls the actuator 52 to start energization of the coil of the electromagnet 62. In the subsequent step S107, the ECU 40 increases the amount of coil current. Thereafter, the ECU 40 proceeds to the process of step S108.

  In step S108, the ECU 40 determines whether or not the gap G has changed based on, for example, a signal from the gap sensor. If the ECU 40 determines that there is no change in the gap G (step S108: No), the ECU 40 returns to the process of step S107 and increases the amount of coil current. If the ECU 40 determines that the gap G has changed (step S108: Yes), the ECU 40 proceeds to the process of step S109. Thereby, a rotational speed difference is generated between the first clutch plate 55 and the second clutch plate 56, and the rotational speed of the second clutch plate 56 is lower than the rotational speed of the first clutch plate 55.

  In step S109, the ECU 40 determines whether or not the gap G has become zero. In other words, the ECU 40 determines whether or not the second clutch plate 56 has contacted the actuator 52. When the ECU 40 determines that the gap G is not zero, that is, the second clutch plate 56 is not in contact with the actuator 52 (step S109: No), the ECU 40 returns to the process of step S107, and the coil current amount Increase. On the other hand, when the ECU 40 determines that the gap G has become zero, that is, the second clutch plate 56 has contacted the actuator 52 (step S109: Yes), the ECU 40 proceeds to the process of step S110.

  In step S <b> 110, the ECU 40 reduces the amount of coil current energized in the electromagnet 62. By doing in this way, the amount of current brought out from the HV battery 33 can be reduced, and fuel consumption can be improved. Thereafter, when the second clutch plate 56 comes into contact with the friction portion 61, the rotational speed thereof gradually decreases. Thereafter, once the clutch plates 55 and 56 are stopped, in step S111, the ECU 40 performs control to eliminate the twist of the phase between the first clutch plate 55 and the second clutch plate 56. Thereafter, the ECU 40 proceeds to the process of step S112.

  In step S112, ECU 40 controls the amount of coil current according to the output torque of first motor generator MG1. Specifically, ECU 40 increases the braking torque for second clutch plate 56 by increasing the amount of coil current and increasing the magnetic force of actuator 52 in accordance with the amount of decrease in output torque of first motor generator MG1. . As a result, the shock when the lock mechanism 50 is brought into the engaged state can be reduced, the amount of current taken from the HV battery 33 can be reduced, and the fuel consumption can be improved. Thereafter, the ECU 40 proceeds to the process of step S113.

  In step S113, ECU 40 determines whether or not the rotational speed of first motor generator MG1 has become "0". When ECU 40 determines that the rotation speed of first motor generator MG1 is not “0” (step S113: Yes), ECU 40 repeats the determination process of step S112. On the other hand, when the ECU 40 determines that the rotation speed of the first motor generator MG1 has become “0” (step S113: No), the control mechanism is terminated, assuming that the lock mechanism 50 is engaged. To do.

  As described above, in the hybrid vehicle control process according to this embodiment, the ECU 40 determines the magnitude of the rotation speed of the first motor generator MG1 when the lock mechanism 50 shifts from the released state to the engaged state. Is less than or equal to a predetermined value, the actuator 52 is controlled to perform half-engagement control that causes a difference in rotational speed between the first clutch plate 55 and the second clutch plate 56, and then the lock mechanism 50. To the engaged state. By doing in this way, compared with the case where the engagement control of the lock mechanism 50 is performed after the rotation speed synchronization control is completed, the shift mode switching control time can be shortened. Further, according to this, since the time during which the shift mode is set to the fixed shift mode is increased by the reduction in the shift mode switching control time, fuel efficiency can be improved.

  The present invention is not limited to the above embodiments, and can be implemented in various forms within the scope of the gist of the present invention. For example, the interposition member 57 is not limited to a ball shape, and a roller shape may be used instead.

  In each of the above-described embodiments, the present invention is applied to a hybrid vehicle in which the lock mechanism 50 is connected to the rotor of the first motor generator MG1. However, the hybrid vehicle to which the present invention can be applied is not limited to this, and the hybrid vehicle in which any one rotating element of the power distribution mechanism is connected to the first clutch plate of the lock mechanism described above is also applicable. The present invention is applicable. For example, the collinear chart showing the power distribution mechanism 5 of the hybrid vehicle according to each embodiment is a straight line connecting three points of the first motor generator MG1, the engine 3, and the output gear 6. The present invention is not limited to being applied to a hybrid vehicle having the characteristics of a collinear diagram. For example, in addition to the power distribution mechanism 5 described above, a new power distribution mechanism connected to the power distribution mechanism 5 is provided, and the lock mechanism described above is included in any one of the new power distribution mechanisms. The present invention can also be applied to a hybrid vehicle that is connected and functions as a brake of the one rotating element. In other words, in addition to the three points of the first motor generator MG1, the engine 3, and the output gear 6, the property of the collinear diagram in which the point that the rotation speed becomes 0 when the lock mechanism is engaged is newly added. The present invention is also applicable to a hybrid vehicle having Even in this case, when the rotational speed of the rotating element falls within a predetermined value, the actuator is controlled to generate a rotational speed difference between the first clutch plate and the second clutch plate for a certain period of time. The shift mode switching control time can be shortened by shifting to the engaged state after the shift.

  Furthermore, the vehicle to which the present invention can be applied is not limited to a hybrid vehicle, and it goes without saying that the present invention can also be applied to an electric vehicle having a plurality of motor generators connected to a power distribution mechanism as a driving force source. Yes.

3 Internal combustion engine 4 First motor generator 5 Power distribution mechanism 50 Lock mechanism 51 Engagement mechanism 52 Actuator 55 First clutch plate 56 Second clutch plate 57 Interposing members 58, 58 V-shaped groove (groove)
60 Return spring

Claims (6)

A power distribution mechanism;
A plurality of driving force sources coupled to the power distribution mechanism;
Of the power distribution mechanism, a first member that can rotate integrally with any one of the rotating elements, a second member that is coaxially disposed facing the first member, the first member, and the second member The interposition member formed on each of the opposing surfaces and held in the groove portion whose depth gradually decreases in the rotational direction, transition from the released state in which the rotating element is released to the engaged state in which the rotating element is locked Sometimes applied to a vehicle comprising a lock mechanism having an actuator that pulls the second member into contact with a friction part fixed away from the side facing the first member of the second member. A vehicle control device,
At the time of transition from the released state to the engaged state, when the number of rotations of the rotating element falls within a predetermined value, the actuator is controlled so that the first member and the second member A control device for a vehicle, characterized by comprising control means for causing a difference in rotational speed to occur for a certain period of time and shifting to the engaged state. At least one of the plurality of driving force sources is a motor generator,
The control means makes the sum of the braking torque generated when the second member contacts the friction portion and the output torque of the motor generator constant according to the amount of decrease in the output torque of the motor generator. The vehicle control device according to claim 1, wherein the actuator is controlled. The actuator attracts the second member to the friction part by a magnetic force generated by an electromagnet,
The vehicle control device according to claim 2, wherein the control unit increases the amount of coil current supplied to the electromagnet according to a decrease amount of the output torque of the motor generator.   The vehicle according to claim 2 or 3, wherein the control means detects a phase twist between the first member and the second member, and controls the rotational speed of the motor generator so as to eliminate the twist. Control device.   The vehicle is a hybrid vehicle, and has a continuously variable transmission mode for continuously variable transmission by releasing the lock mechanism and controlling the motor generator, and a fixed transmission mode for fixed transmission by engaging the lock mechanism. 5. The vehicle control device according to claim 2, wherein the vehicle control device is provided.   The vehicle control device according to claim 5, wherein the first member is configured to be rotatable integrally with a rotor of the motor generator.

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