WO2019111460A1 - Clutch control device - Google Patents

Clutch control device Download PDF

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Publication number
WO2019111460A1
WO2019111460A1 PCT/JP2018/031966 JP2018031966W WO2019111460A1 WO 2019111460 A1 WO2019111460 A1 WO 2019111460A1 JP 2018031966 W JP2018031966 W JP 2018031966W WO 2019111460 A1 WO2019111460 A1 WO 2019111460A1
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WO
WIPO (PCT)
Prior art keywords
clutch
sleeve
dog
gear
shaft
Prior art date
Application number
PCT/JP2018/031966
Other languages
French (fr)
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
Publication of WO2019111460A1 publication Critical patent/WO2019111460A1/en

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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
    • B60K6/42—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
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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.
  • Dog clutches that do not have a synchro mechanism synchronize their rotation and then engage the sleeve with the dog gear, but if the time until the completion of engagement is prolonged, there is a possibility that rotational synchronization may be lost. Therefore, in order to make the sleeve and the dog gear quietly and smoothly engage, it is desirable to reduce the clutch engagement time. On the other hand, if the standby position of the sleeve when disconnecting the clutch is too close to the dog gear, the teeth of the sleeve collide with the teeth of the dog gear due to vehicle vibration or vehicle inclination during traveling, causing damage to the teeth or Noise may occur. Therefore, there is room for improvement in order to achieve both reduction in clutch engagement time and suppression of noise and damage.
  • the clutch control device of the present invention has been devised in view of such problems, and has an object to achieve both shortening of the clutch engagement time and suppression of noise and damage.
  • 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 disconnects power transmission between a first shaft to which power from at least one rotary electric machine is transmitted and a second shaft to which power transmitted to the first shaft is transmitted. It is a clutch control apparatus of the vehicle provided with the clutch to contact.
  • a sleeve that is synchronously rotated with respect to one of the first shaft and the second shaft and axially movably provided, and is relative to the other of the first shaft and the second shaft A rotatably provided engaged gear is provided.
  • the clutch control device controls, in advance, a rotation control unit that performs synchronous rotation control of the rotating electrical machine such that a rotational speed difference between the rotational speed of the sleeve and the rotational speed of the engaged gear is within a predetermined rotational speed range;
  • a sleeve control unit for moving the sleeve disposed at the set neutral position in a first direction so as to engage the engaged gear, the sleeve control unit being operative during the rotation synchronization control;
  • the sleeve is moved in the first direction to stand by at the engagement preparation position shifted by a predetermined distance closer to the engaged gear than the neutral position.
  • the rotation control unit starts the rotation synchronous control when it is necessary to engage the clutch in the disconnected state, and the sleeve control unit controls the rotation speed difference to fall within the predetermined rotation speed range.
  • the sleeve is further moved in the first direction from the engagement preparation position to complete the engagement of the clutch.
  • the vehicle is provided with an accelerator opening degree detecting unit that detects an accelerator opening degree.
  • the sleeve control unit changes the predetermined distance in accordance with the accelerator opening degree. That is, it is preferable that the sleeve control unit changes the engagement preparation position according to the accelerator opening degree.
  • the sleeve control unit lengthens the predetermined distance as the accelerator opening degree is larger. That is, it is preferable that the sleeve control unit sets the engagement preparation position closer to the engaged gear as the accelerator opening degree is larger.
  • the vehicle is provided with a plurality of operation modes.
  • the sleeve control unit is configured to set the acceleration mode in which the acceleration performance is more important than the normal mode set when the vehicle is activated among the plurality of operation modes. It is preferable to make the predetermined distance longer than when the mode is set. That is, in the acceleration mode, the sleeve control unit preferably sets the engagement preparation position closer to the engaged gear than the normal mode.
  • 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 clutch is interposed in each of the first power transmission path and the second power transmission path.
  • the said rotary electric machine controlled by the said rotation control part is said other rotary electric machine.
  • a high side clutch and a low side clutch independent of each other be interposed as the clutch in the second power transmission path.
  • the rotation control unit performs the rotation synchronous control when it is necessary to engage the clutch in the disconnected state of the high side clutch and the low side clutch.
  • the clutch is preferably a meshing clutch.
  • the clutch engagement time can be shortened by waiting the sleeve in the engagement preparation position during the rotation synchronization control, power performance can be improved.
  • the sleeve is disposed at the neutral position when the rotation synchronization control is not performed, it is possible to prevent a collision between the teeth of the sleeve and the teeth of the dog gear due to vibration during traveling or inclination of the vehicle body. Therefore, shortening of clutch engagement time and suppression of noise and damage due to collision of teeth can be achieved at the same time.
  • 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 shown changing the position of a sleeve in order to demonstrate the content of the clutch engagement control implemented with the control apparatus of FIG. 1, (a) is a neutral position, (b) is an engagement position, (c) Is the engagement preparation position. It is an example of the map used with the control apparatus of FIG. 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, rotating electrical machine, one rotating electrical machine), and a generator 4 (power generator, rotating electrical machine, the other rotating electrical machine) for power generation.
  • 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 the charging power of the driving battery 6 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 6 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 6 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 AP), a wheel speed sensor 42 that detects the number of rotations of the wheel, and a motor A motor rotational speed sensor 43 for detecting the rotational speed of 3 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 vehicle 10 of the present embodiment is provided with a plurality of operation modes, and is provided with a mode setting switch 46 for setting the operation mode.
  • the driving mode is a control mode different from the driving mode (EV mode, series mode, parallel mode), and the power performances are different from each other.
  • an eco mode energy suppression mode
  • a sport mode acceleration mode
  • the normal mode mentioned here is an operation mode which is usually set when the start switch of the vehicle 10 is turned on.
  • the acceleration mode is a driving mode set so that the acceleration of the vehicle 10 per predetermined accelerator opening degree is larger than that in the normal mode. In the present embodiment, these operation modes are switched by the driver's manual operation.
  • the operation mode may be automatically set by the vehicle 10.
  • the mode information set by the mode setting switch 46 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, clutch) described later is connected to the middle of the first path 51 to connect and disconnect the power transmission.
  • the power of the input shaft 11 (first shaft) to which power is transmitted by rotating in synchronization with the generator 4 and the power of the input shaft 11 are transmitted to the second path 52 (second power transmission path)
  • a counter shaft 15 (second shaft) is provided, and a second dog clutch 30 (meshing clutch, clutch) described later that performs connection / disconnection of power transmission and high / low switching is interposed 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.
  • 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 that detects the amount of movement (stroke amount) is provided.
  • 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.
  • 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.
  • 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 is engaged with the dog gear 16d when the motor 3 is operating (on) and is controlled to the neutral position Pn (neutral position) when the motor 3 is stopped (off).
  • the "neutral position Pn" mentioned here is a position separated from the dog gear to such an extent that the spline teeth and the dog teeth do not collide even if the vehicle body vibrates or tilts during traveling, and is set in advance. ing.
  • the neutral position Pn is set to, for example, a reference position (0 point position) 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.
  • clutch engagement control control for engaging the dog clutches 20, 30H, and 30L
  • 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.
  • FIGS. 4A to 4C illustrate a state in which the sleeve 32H of the high side dog clutch 30H is disposed at each of the neutral position Pn, the engagement position Pe, and the engagement preparation position Pep.
  • the first dog clutch 20 and the low side dog clutch 30L are also controlled in the same manner as the high side dog clutch 30H.
  • the engagement position Pe is a position at which each of the sleeves 22, 32H, 32L and each of the dog gears 16d, 11d, 15d adjacent thereto engage with each other.
  • the engagement preparation position Pep is a position shifted by a predetermined distance X from the neutral position Pn to the engagement position Pe side (dog gear side), and as shown in FIG. 4C, for example, spline teeth 32t of the sleeve 32H.
  • the dog teeth 11t of the dog gear 11d are at such positions as to form a slight gap that does not collide with the dog teeth 11t.
  • the engagement preparation position Pep is a position at which the sleeves 22, 32H, 32L of the dog clutches 20, 30H, 30L, which are under synchronous rotation control, stand by.
  • the predetermined distance X is provided as a variable value that is changed according to the accelerator opening degree AP. Specifically, the predetermined distance X is set longer as the accelerator opening degree AP is larger. That is, since the engagement preparation position Pep is set closer to the dog gear to be engaged as the accelerator opening degree AP is larger (the request output of the driver is larger), the clutch engagement time is further shortened.
  • the predetermined distance X in the present embodiment is also changed depending on the operation mode of the vehicle 10. Specifically, when the sport mode is set, the predetermined distance X is set longer than in the driving mode other than the sport mode (normal mode, eco mode). As a result, when the driver emphasizes the acceleration performance (when it is desired to output the output), the engagement preparation position Pep is set closer to the dog gear to be engaged than in the other operation modes. Clutch engagement time is further reduced.
  • the control unit 5 is provided with a selection unit 5A, a rotation control unit 5B, and a sleeve control unit 5C as elements for performing the above-described 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 selection unit 5A selects one traveling mode from the EV mode, the series mode, and the parallel mode, based on the driving state of the vehicle 10, the driver's request output, the charging state of the battery 6, and the like.
  • the selection unit 5A of the present embodiment determines the necessity of the motor assist based on, for example, the required output, the vehicle speed, and the like while selecting the parallel mode.
  • Selection unit 5A determines that it is necessary to switch the connection / disconnection state of each dog clutch 20, 30H, 30L when changing the traveling mode and when switching the necessity of motor assist.
  • the rotation control unit 5B performs rotation synchronization control to synchronize the rotation of the dog clutches 20, 30H, and 30L determined to be “engaged” by the selection unit 5A while the vehicle 10 is traveling. That is, the rotation control unit 5B starts the rotation synchronization control when it is necessary to engage the dog clutches 20, 30H, and 30L in the disconnected state.
  • the rotation synchronization unit 5B controls (adjusts) the torque of the motor 3 so that the rotation of the dog gear 16d matches the rotation of the sleeve 22.
  • the torque of the generator 4 is controlled (adjusted) such that the rotation of the sleeve 32H matches the rotation of the dog gear 11d.
  • the torque of the generator 4 is controlled (adjusted) so that the rotation of the dog gear 15d matches the rotation of the sleeve 32L.
  • “match” means not only perfect coincidence (ie, synchronization) but also bringing the number of rotations close to each other so that the difference between the two numbers of rotations falls within a predetermined number of rotations. That is, the rotation control unit 5B determines the difference between the rotational speeds of the sleeves 22, 32H, 32L of the dog clutches 20, 30H, 30L and the rotational speeds of the dog gears 16d, 11d, 15d to be engaged.
  • the rotary electric machine (motor 3, generator 4) is controlled so that the difference is within a predetermined rotational speed range.
  • the above-described rotational speed range is set to a value that can prevent a prolonged time required for rotational synchronization while suppressing noise and tooth damage that may occur when the dog clutches 20, 30H, and 30L are engaged. It is a range of rotational speed difference.
  • the rotational speed range is, for example, a range having an upper limit value which is a positive value and a lower limit value which is a negative value, centering around 0. In this case, the absolute values of the upper limit value and the lower limit value are the same.
  • the rotational speed range may be a fixed value set in advance, or may be a variable value according to the vehicle speed (wheel speed), for example.
  • the sleeve control unit 5C changes the positions of the sleeves 22, 32H, 32L by controlling the actuators of the dog clutches 20, 30H, 30L, and switches the connection / disconnection state of the dog clutches 20, 30H, 30L.
  • the sleeve control unit 5C disconnects the dog clutches 20, 30H, and 30L determined by the selection unit 5A to be "must be disconnected", and engages the dog clutches 20, 30H, and 30L that are rotationally synchronized by the rotation control unit 5B. Match.
  • clutch engagement will be described.
  • the sleeve control unit 5C controls the actuator to slide the sleeves 22, 32H, 32L in the direction toward the dog gears 16d, 11d, 15d and in the direction away from the dog gears 16d, 11d, 15d.
  • 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 sleeve control unit 5C moves the sleeve disposed in the neutral position Pn in the first direction when the clutch is engaged, and shifts the sleeve disposed in the engagement position Pe in the second direction when the clutch is disengaged. Move to
  • the sleeve control unit 5C shifts the sleeve of the dog clutch rotationally synchronized by the rotation control unit 5B in the first direction during the rotation synchronization control, and shifts the dog gear side by a predetermined distance X from the neutral position Pn. It waits for the engagement preparation position Pep.
  • the sleeve control unit 5C moves the sleeve 32H in the first direction during the rotation synchronization control, as shown in FIG. It waits for the engagement preparation position Pep shown in (c).
  • the sleeve control unit 5C causes the sleeve 32H to stand by at the engagement preparation position Pep immediately before the completion of the rotation synchronization at the time of engaging the high-side dog clutch 30H. That is, the sleeve control unit 5C places the sleeve 32H in the neutral position Pn or the engagement position Pe in a state where the rotation synchronization control is not performed.
  • the sleeves 22 and 32L are made to stand by at the engagement preparation position Pep during the control by the rotation control unit 5B, and the rotation synchronous control is not performed.
  • the sleeves 22 and 32L are disposed at the neutral position Pn or the engagement position Pe.
  • the sleeve control unit 5C of the present embodiment changes the predetermined distance X in accordance with the accelerator opening degree AP, and sets the engagement preparation position Pep.
  • the sleeve control unit 5C sets the engagement preparation position Pep closer to the dog gear by lengthening the predetermined distance X as the accelerator opening AP is larger. Further, when the sport mode is set among the plurality of operation modes, the sleeve control unit 5C of the present embodiment makes the predetermined distance X longer than when the operation mode other than the sport mode is set. .
  • the sleeve control unit 5C may obtain (change) the predetermined distance X using, for example, a map as shown in FIG.
  • the map is set such that the predetermined distance X is longer as the accelerator opening AP is larger, and is stored in the control device 5 in advance. Further, in this map, the relationship of the predetermined distance X with respect to the accelerator opening degree AP is set for each driving mode. In this map, the predetermined distance X with respect to the accelerator opening AP is set to be longer in the sport mode than in the other driving modes (normal mode, eco mode). In this map, in the eco mode, the predetermined distance X is set to 0 regardless of the accelerator opening AP.
  • the sleeve control unit 5C 32L is further moved in the first direction from the engagement preparation position Pep to the engagement position Pe to complete the engagement of the dog clutches 20, 30H, 30L.
  • the sleeve control unit 5C determines that the rotational speed difference between the sleeve 32H and the dog gear 11d falls within the above rotational speed range.
  • the actuator is controlled to further move the sleeve 32H in the first direction, and the engagement of the high side dog clutch 30H is completed.
  • FIG. 6 is an example of a flowchart for explaining the contents of the above-described clutch engagement control.
  • the flowchart is performed in a predetermined calculation cycle in the control device 5 while the vehicle 10 is traveling. Note that this flowchart is performed when the dog clutches 20, 30H, and 30L in the disconnected state are engaged, and the description will be made by omitting the reference numerals of the dog clutch, the sleeve, and the dog gear. That is, at the start of this flow, the sleeve is in a state of being separated from the dog gear.
  • step S1 information from each of the sensors 41 to 45 and the mode setting switch 46 is transmitted.
  • step S2 it is determined whether or not the rotation synchronization control by the rotation control unit 5B is performed. If the control is not in progress, the process proceeds to step S3.
  • step S3 it is determined by the selection unit 5A whether or not it is determined that the connection / disconnection state of the dog clutch needs to be switched. If it is not necessary to switch the connection / disconnection state, this flow is returned, and if it is necessary to proceed to step S4.
  • step S4 rotation synchronous control of the dog clutch to be engaged is started by the rotation control unit 5B.
  • step S5 the predetermined distance X is acquired based on the accelerator opening AP acquired in step S1 and the operation mode, and the engagement preparation position Pep is set.
  • step S6 the actuator is controlled so that the sleeve to be engaged moves in the first direction, and the sleeve is made to stand by at the engagement preparation position Pep set at step S5. Then, it is determined whether or not the rotations have been synchronized (step S7), and if the rotation synchronization has not been completed, this flow is returned.
  • step S1 various information is acquired again (step S1), and it is determined whether or not rotation synchronization control is in progress (step S2).
  • step S2 since the rotation synchronization control is being performed, the process proceeds from step S2 to step S7, and the determination of step S7 is performed.
  • step S8 the actuator is controlled so that the sleeve waiting at the engagement preparation position Pep moves in the first direction, and the engagement of the dog clutch is completed. Return this flow.
  • the engagement preparation position Pep is set to a position shifted to the dog gear side by the predetermined distance X relative to the neutral position Pn.
  • the standby position that is, the engagement preparation position Pep
  • the predetermined distance X is made longer as the accelerator opening degree AP is larger. That is, since the engagement preparation position Pep is set closer to the dog gear as the driver's required output increases, the clutch engagement time can be further shortened, and the power performance can be further improved.
  • the predetermined distance X is made longer than when another driving mode is set. That is, when the driver emphasizes the acceleration performance, the engagement preparation position Pep is set closer to the dog gear as compared to the eco mode or the normal mode, so the clutch engagement time can be further shortened. Power performance can be further improved.
  • the vehicle 10 described above is a hybrid vehicle including the engine 2 and the motor 3. Further, in the vehicle 10, the first dog clutch 20 is interposed on the first path 51 for transmitting the motive power from the motor 3, and the second dog clutch 30 is interposed on the second path 52 for transmitting the motive power from the engine 2. Be disguised. As described above, by applying the above-described control device 5 to the vehicle 10 to which power of different drive sources is individually transmitted from different power transmission paths, switching of the power transmission path during traveling can be performed promptly. . Therefore, the motive power performance of the vehicle 10 can be improved.
  • the high-side dog clutch 30H and the low-side dog clutch 30L which are independent of each other are provided on the second path 52 for transmitting the motive power from the engine 2.
  • the control device 5 described above to the vehicle 10 capable of switching between the high gear and the low gear, it is possible to suppress a shift shock and to perform high-low switching promptly.
  • the dog clutches 20, 30H, and 30L described above are meshing clutches having no synchro mechanism. For this reason, compared with the case where the clutch operated using oil pressure is applied, since the oil pump is not required, the transaxle 1 can be miniaturized, and space saving can be realized.
  • 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, the required output, and the like. 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.
  • 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 predetermined distance X may be changed only by the accelerator opening AP without depending on the operation mode, and conversely, it may be changed only by the operation mode regardless of the accelerator opening AP.
  • the predetermined distance X may be set in advance as a fixed value. At least during rotation control for clutch engagement, the sleeve of the clutch is moved in the first direction, and is kept on standby at the engagement preparation position Pep shifted by the predetermined distance X closer to the dog gear than the neutral position Pn. Thus, the clutch engagement time can be shortened.
  • the above-mentioned three operation modes are an example.
  • 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 high-side dog gear is disposed on one side in the axial direction of the second dog clutch provided on the input shaft 11, and a low-side dog gear is disposed on the other side, and the sleeve of the second dog clutch engages with both dog gears. It may be provided.
  • 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.
  • transaxle 1 has a high gear stage and a low gear stage, and these are switched by the 2nd dog clutch 30, it is mentioned above with respect to the clutch used for transmissions other than a two-stage switching type transaxle.
  • clutch engagement control may be applied.
  • the above-described clutch engagement control connects and disconnects a clutch for connecting and disconnecting power transmission between a first shaft to which power from at least one rotary electric machine is transmitted and a second shaft to which power transmitted to the first shaft is transmitted. It is applicable to the equipped vehicle.
  • the clutch has a sleeve that is synchronously rotated with respect to one of the first shaft and the second shaft and axially movable, and capable of relative rotation with respect to the other of the first shaft and the second shaft.
  • the present invention is not limited to the dog clutch described above as long as the provided engaged gear is provided.

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Abstract

Sleeves (22, 32H, 32L) and engagement gears (16d, 11d, 15d) are provided to clutches (20, 30H, 30L) positioned between first shafts (11, 13), to which power is transmitted from rotating electric machines (3, 4), and second shafts (15, 16), to which the power transmitted to the first shafts (11, 13) is transmitted. A clutch control device (5) comprises a rotation control unit (5B) which performs a rotation synchronization control on the rotating electric machines (3, 4) such that the difference in rotational speed between the rotational speed of the sleeves and the rotational speed of the engagement gears is within a prescribed rotational speed range, and a sleeve control unit (5C) which moves, in a first direction, the sleeves that are positioned in a pre-set neutral position Pn to engage the sleeves with the engagement gears. During the rotation synchronization control, the sleeve control unit (5C) moves the sleeves in the first direction and causes the sleeves to wait in an engagement preparation position Pep which is shifted, only by a prescribed distance X, closer to the engagement gear side than the neutral position Pn.

Description

クラッチ制御装置Clutch controller
　本発明は、少なくとも一つの回転電機からの動力が伝達される第一軸と出力側の第二軸との間に介装された噛み合いクラッチ（いわゆるドグクラッチ）を備えた車両のクラッチ制御装置に関する。 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.
　従来、車両の変速時や動力源の切り換え時に用いられるクラッチとして、シンクロ機構を持たないドグクラッチが採用されることがある。このドグクラッチは、シャフトに固定されたハブと、ハブに対して相対回転不能であって軸方向に摺動自在に結合された環状のスリーブと、スリーブをスライド移動させるアクチュエータとを有し、スリーブの歯が隣接する被係合ギヤ（いわゆるドグギヤ）の歯と噛み合うことで係合する。 Conventionally, 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).
　シンクロ機構のないドグクラッチは、オイルポンプが不要であることや車両搭載性が良いなどのメリットがある一方で、クラッチ係合時の振動や騒音を抑制するために、回転を同期させる必要がある。これに対し、例えば特許文献１では、トルク変化又は車速変化に応じた補正制御を同期制御に加えることで、車両速度が変化してもドグクラッチの接続（係合）を速やかに達成できるとされている。 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. On the other hand, in Patent Document 1, for example, 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.
特開２０１１－１０５０２４号公報JP 2011-105024 A
　シンクロ機構を持たないドグクラッチは、回転を同期させてからスリーブをドグギヤに係合させるが、係合完了までの時間が長引くと、回転同期がずれる可能性がある。そのため、スリーブとドグギヤとを静かにスムーズに係合させるためには、クラッチ係合時間を短縮することが望ましい。一方で、クラッチを切断しているときのスリーブの待機位置がドグギヤに近すぎると、走行中の車体振動や車体傾斜等によってスリーブの歯とドグギヤの歯とが衝突し、歯にダメージを与えたり騒音が発生したりするおそれがある。したがって、クラッチ係合時間の短縮と騒音，損傷の抑制とを両立させるためには改善の余地がある。 Dog clutches that do not have a synchro mechanism synchronize their rotation and then engage the sleeve with the dog gear, but if the time until the completion of engagement is prolonged, there is a possibility that rotational synchronization may be lost. Therefore, in order to make the sleeve and the dog gear quietly and smoothly engage, it is desirable to reduce the clutch engagement time. On the other hand, if the standby position of the sleeve when disconnecting the clutch is too close to the dog gear, the teeth of the sleeve collide with the teeth of the dog gear due to vehicle vibration or vehicle inclination during traveling, causing damage to the teeth or Noise may occur. Therefore, there is room for improvement in order to achieve both reduction in clutch engagement time and suppression of noise and damage.
　本件のクラッチ制御装置は、このような課題に鑑み案出されたもので、クラッチ係合時間の短縮と騒音，損傷の抑制とを両立することを目的の一つとする。なお、この目的に限らず、後述する発明を実施するための形態に示す各構成により導かれる作用効果であって、従来の技術によっては得られない作用効果を奏することも本件の他の目的である。 The clutch control device of the present invention has been devised in view of such problems, and has an object to achieve both shortening of the clutch engagement time and suppression of noise and damage. 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.
　（１）ここで開示するクラッチ制御装置は、少なくとも一つの回転電機からの動力が伝達される第一軸と前記第一軸に伝達された動力が伝達される第二軸との動力伝達を断接するクラッチを備えた車両のクラッチ制御装置である。前記クラッチには、前記第一軸及び前記第二軸の一方に対して同期回転しかつ軸方向へ移動可能に設けられたスリーブと、前記第一軸及び前記第二軸の他方に対して相対回転可能に設けられた被係合ギヤと、が設けられる。前記クラッチ制御装置は、前記スリーブの回転数と前記被係合ギヤの回転数との回転数差が所定の回転数範囲内となるように前記回転電機を回転同期制御する回転制御部と、予め設定された中立位置に配置されている前記スリーブを前記被係合ギヤに係合させるよう第一方向へ移動させるスリーブ制御部と、を備え、前記スリーブ制御部は、前記回転同期制御中に、前記スリーブを前記第一方向へ移動させて前記中立位置よりも前記被係合ギヤ側に所定距離だけシフトした係合準備位置に待機させる。 (1) The clutch control device disclosed herein disconnects power transmission between a first shaft to which power from at least one rotary electric machine is transmitted and a second shaft to which power transmitted to the first shaft is transmitted. It is a clutch control apparatus of the vehicle provided with the clutch to contact. In the clutch, a sleeve that is synchronously rotated with respect to one of the first shaft and the second shaft and axially movably provided, and is relative to the other of the first shaft and the second shaft A rotatably provided engaged gear is provided. The clutch control device controls, in advance, a rotation control unit that performs synchronous rotation control of the rotating electrical machine such that a rotational speed difference between the rotational speed of the sleeve and the rotational speed of the engaged gear is within a predetermined rotational speed range; A sleeve control unit for moving the sleeve disposed at the set neutral position in a first direction so as to engage the engaged gear, the sleeve control unit being operative during the rotation synchronization control; The sleeve is moved in the first direction to stand by at the engagement preparation position shifted by a predetermined distance closer to the engaged gear than the neutral position.
　（２）前記回転制御部は、切断状態にある前記クラッチを係合させる必要がある場合に前記回転同期制御を開始し、前記スリーブ制御部は、前記回転数差が前記所定の回転数範囲内になると前記スリーブを前記係合準備位置から前記第一方向に更に移動させて前記クラッチの係合を完了させることが好ましい。 (2) The rotation control unit starts the rotation synchronous control when it is necessary to engage the clutch in the disconnected state, and the sleeve control unit controls the rotation speed difference to fall within the predetermined rotation speed range. Preferably, the sleeve is further moved in the first direction from the engagement preparation position to complete the engagement of the clutch.
　（３）前記車両には、アクセル開度を検出するアクセル開度検出部が設けられることが好ましい。この場合、前記スリーブ制御部は、前記アクセル開度に応じて前記所定距離を変更することが好ましい。すなわち、前記スリーブ制御部は、前記アクセル開度に応じて前記係合準備位置を変更することが好ましい。
　（４）前記スリーブ制御部は、前記アクセル開度が大きいほど前記所定距離を長くすることが好ましい。すなわち、前記スリーブ制御部は、前記アクセル開度が大きいほど前記係合準備位置を前記被係合ギヤ寄りに設定することが好ましい。 (3) It is preferable that the vehicle is provided with an accelerator opening degree detecting unit that detects an accelerator opening degree. In this case, it is preferable that the sleeve control unit changes the predetermined distance in accordance with the accelerator opening degree. That is, it is preferable that the sleeve control unit changes the engagement preparation position according to the accelerator opening degree.
(4) It is preferable that the sleeve control unit lengthens the predetermined distance as the accelerator opening degree is larger. That is, it is preferable that the sleeve control unit sets the engagement preparation position closer to the engaged gear as the accelerator opening degree is larger.
　（５）前記車両には複数の運転モードが設けられることが好ましい。この場合、前記スリーブ制御部は、前記複数の運転モードのうち、前記車両が起動された際に設定されるノーマルモードよりも加速性能を重視した加速モードが設定されている場合には、前記ノーマルモードが設定されている場合よりも、前記所定距離を長くすることが好ましい。すなわち、前記スリーブ制御部は、前記加速モードでは、前記ノーマルモードよりも前記係合準備位置を前記被係合ギヤ寄りに設定することが好ましい。 (5) Preferably, the vehicle is provided with a plurality of operation modes. In this case, the sleeve control unit is configured to set the acceleration mode in which the acceleration performance is more important than the normal mode set when the vehicle is activated among the plurality of operation modes. It is preferable to make the predetermined distance longer than when the mode is set. That is, in the acceleration mode, the sleeve control unit preferably sets the engagement preparation position closer to the engaged gear than the normal mode.
　（６）前記車両は、二つの前記回転電機とエンジンとを具備し、一方の前記回転電機の動力を前記車両の駆動輪を駆動する出力軸に伝達する第一動力伝達経路と、前記エンジンの動力を前記出力軸に伝達する第二動力伝達経路と、前記エンジンの動力を他方の前記回転電機に伝達する第三動力伝達経路と、を有するハイブリッド車両であることが好ましい。この場合、前記クラッチは、前記第一動力伝達経路及び前記第二動力伝達経路のそれぞれに介装されることが好ましい。 (6) 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. In this case, preferably, the clutch is interposed in each of the first power transmission path and the second power transmission path.
　（７）前記回転制御部により制御される前記回転電機は、前記他方の回転電機であることが好ましい。この場合、前記第二動力伝達経路には、前記クラッチとして、互いに独立したハイ側クラッチ及びロー側クラッチが介装されることが好ましい。また、前記回転制御部は、前記ハイ側クラッチ及び前記ロー側クラッチのうちの切断状態にある前記クラッチを係合させる必要がある場合に前記回転同期制御を実施することが好ましい。
　（８）前記クラッチは、噛み合いクラッチであることが好ましい。 (7) It is preferable that the said rotary electric machine controlled by the said rotation control part is said other rotary electric machine. In this case, it is preferable that a high side clutch and a low side clutch independent of each other be interposed as the clutch in the second power transmission path. Further, it is preferable that the rotation control unit performs the rotation synchronous control when it is necessary to engage the clutch in the disconnected state of the high side clutch and the low side clutch.
(8) The clutch is preferably a meshing clutch.
　開示したクラッチ制御装置によれば、回転同期制御中に、スリーブを係合準備位置に待機させることでクラッチ係合時間を短縮できるため、動力性能を向上させることができる。また、回転同期制御を実施していないときにはスリーブが中立位置に配置されるため、走行時の振動や車体の傾斜等によってスリーブの歯とドグギヤの歯との衝突を防ぐことができる。したがって、クラッチ係合時間の短縮と、歯同士がぶつかることによる騒音や損傷の抑制とを両立できる。 According to the disclosed clutch control device, since the clutch engagement time can be shortened by waiting the sleeve in the engagement preparation position during the rotation synchronization control, power performance can be improved. In addition, since the sleeve is disposed at the neutral position when the rotation synchronization control is not performed, it is possible to prevent a collision between the teeth of the sleeve and the teeth of the dog gear due to vibration during traveling or inclination of the vehicle body. Therefore, shortening of clutch engagement time and suppression of noise and damage due to collision of teeth can be achieved at the same time.
実施形態に係るクラッチ制御装置を搭載した車両の内部構成を例示する上面図である。It is a top view which illustrates an internal configuration of a vehicle carrying a clutch control device concerning an embodiment. 図１のクラッチ制御装置の制御対象であるトランスアクスルを備えたパワートレインの模式的な側面図である。It is a typical side view of a powertrain provided with the transaxle which is a control object of the clutch control apparatus of FIG. 図２のトランスアクスルを備えたパワートレインを示すスケルトン図に、図１のクラッチ制御装置のブロック図を併せて示した模式図である。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; 図１の制御装置で実施されるクラッチ係合制御の内容を説明するためにスリーブの位置を変えて示す模式図であり、（ａ）はニュートラル位置、（ｂ）は係合位置、（ｃ）は係合準備位置である。It is a schematic diagram shown changing the position of a sleeve in order to demonstrate the content of the clutch engagement control implemented with the control apparatus of FIG. 1, (a) is a neutral position, (b) is an engagement position, (c) Is the engagement preparation position. 図１の制御装置で用いられるマップの一例である。It is an example of the map used with the control apparatus of FIG. 図１の制御装置で実施されるクラッチ係合制御のフローチャート例である。It is a flowchart example of the clutch engagement control implemented by the control apparatus of FIG.
　図面を参照して、実施形態としてのクラッチ制御装置について説明する。以下に示す実施形態はあくまでも例示に過ぎず、以下の実施形態で明示しない種々の変形や技術の適用を排除する意図はない。本実施形態の各構成は、それらの趣旨を逸脱しない範囲で種々変形して実施することができる。また、必要に応じて取捨選択することができ、あるいは適宜組み合わせることができる。 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.
［１．全体構成］
　本実施形態のクラッチ制御装置５（以下「制御装置５」という）は、図１に示す車両１０に適用され、この車両１０に搭載されるトランスアクスル１を制御する。車両１０は、エンジン２と走行用のモータ３（電動機，回転電機，一方の回転電機）と発電用のジェネレータ４（発電機，回転電機，他方の回転電機）とを装備したハイブリッド車両である。ジェネレータ４はエンジン２に連結され、モータ３の作動状態とは独立して作動可能である。また、車両１０にはＥＶモード，シリーズモード，パラレルモードの三種類の走行モードが用意される。これらの走行モードは、制御装置５によって、車両状態や走行状態，運転者の要求出力等に応じて択一的に選択され、その種類に応じてエンジン２，モータ３，ジェネレータ４が使い分けられる。 [1. overall structure]
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, rotating electrical machine, one rotating electrical machine), and a generator 4 (power generator, rotating electrical machine, the other rotating electrical machine) for power generation. The generator 4 is connected to the engine 2 and can be operated independently of the operating state of the motor 3. Further, 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.
　ＥＶモードは、エンジン２及びジェネレータ４を停止させたまま、駆動用のバッテリ６の充電電力を用いてモータ３のみで車両１０を駆動する走行モードである。ＥＶモードは、走行負荷，車速が低い場合やバッテリ６の充電レベルが高い場合に選択される。シリーズモードは、エンジン２でジェネレータ４を駆動して発電しつつ、その電力を利用してモータ３で車両１０を駆動する走行モードである。シリーズモードは、走行負荷，車速が中程度の場合やバッテリ６の充電レベルが低い場合に選択される。パラレルモードは、おもにエンジン２で車両１０を駆動し、必要に応じてモータ３で車両１０の駆動をアシストする走行モードであり、走行負荷，車速が高い場合に選択される。 The EV mode is a traveling mode in which the vehicle 10 is driven only by the motor 3 using the charging power of the driving battery 6 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 6 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 6 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.
　駆動輪８には、トランスアクスル１を介してエンジン２及びモータ３が並列に接続され、エンジン２及びモータ３のそれぞれの動力が互いに異なる動力伝達経路から個別に伝達される。すなわち、エンジン２及びモータ３のそれぞれは、車両１０の出力軸１２を駆動する駆動源である。また、エンジン２には、トランスアクスル１を介してジェネレータ４及び駆動輪８が並列に接続され、エンジン２の動力が、駆動輪８に加えてジェネレータ４にも伝達される。 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.
　トランスアクスル１は、デファレンシャルギヤ１８（差動装置、以下「デフ１８」と呼ぶ）を含むファイナルドライブ（終減速機）とトランスミッション（減速機）とを一体に形成した動力伝達装置であり、駆動源と被駆動装置との間の動力伝達を担う複数の機構を内蔵する。本実施形態のトランスアクスル１は、ハイロー切替（高速段，低速段の切替）が可能に構成されており、パラレルモードでの走行時において、制御装置５によって走行状態や要求出力等に応じてハイギヤ段とローギヤ段とが切り替えられる。 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.
　エンジン２は、ガソリンや軽油を燃料とする内燃機関（ガソリンエンジン，ディーゼルエンジン）である。このエンジン２は、クランクシャフト２ａ（回転軸）の向きが車両１０の車幅方向に一致するように横向きに配置されたいわゆる横置きエンジンであり、トランスアクスル１の右側面に対して固定される。クランクシャフト２ａは、駆動輪８のドライブシャフト９に対して平行に配置される。エンジン２の作動状態は、制御装置５で制御される。 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.
　本実施形態のモータ３及びジェネレータ４はいずれも、電動機としての機能と発電機としての機能とを兼ね備えた電動発電機（モータ・ジェネレータ）である。モータ３は、おもに電動機として機能して車両１０を駆動し、回生時には発電機として機能する。ジェネレータ４は、エンジン２を始動させる際に電動機（スターター）として機能し、エンジン２の作動時にはエンジン動力で発電を実施する。モータ３及びジェネレータ４の各周囲（又は各内部）には、直流電流と交流電流とを変換するインバータ（図示略）が設けられる。モータ３及びジェネレータ４の各回転速度は、インバータを制御することで制御される。なお、モータ３，ジェネレータ４，各インバータの作動状態は、制御装置５で制御される。 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.
　本実施形態のモータ３は、その外形が回転軸３ａを中心軸とした円筒状に形成され、その底面をトランスアクスル１側に向けた姿勢でトランスアクスル１の左側面に対して固定される。また、本実施形態のジェネレータ４は、その外形が回転軸４ａを中心軸とした円筒状に形成され、モータ３と同様に、その底面をトランスアクスル１側に向けた姿勢でトランスアクスル１の左側面に対して固定される。なお、図２はパワートレイン７を左側から見た側面図である。パワートレイン７は、エンジン２，モータ３，ジェネレータ４，トランスアクスル１を含んで構成される。なお、図２ではエンジン２は省略している。 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. Further, 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.
　車両１０には、車両１０に搭載される各種装置を統合制御する制御装置５が設けられる。また、車両１０には、アクセルペダルの踏み込み操作量（アクセル開度ＡＰ）を検出するアクセル開度センサ４１（アクセル開度検出部）と、車輪の回転数を検出する車輪速センサ４２と、モータ３の回転数を検出するモータ回転数センサ４３と、ジェネレータ４の回転数を検出するジェネレータ回転数センサ４４とが設けられる。各センサ４１～４４で検出された情報は、制御装置５に伝達される。 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 AP), a wheel speed sensor 42 that detects the number of rotations of the wheel, and a motor A motor rotational speed sensor 43 for detecting the rotational speed of 3 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.
　また、本実施形態の車両１０には複数の運転モードが設けられるとともに、運転モードを設定するためのモード設定スイッチ４６が設けられる。運転モードは、走行モード（ＥＶモード，シリーズモード，パラレルモード）とは別の制御上のモードであり、動力性能が互いに異なる。本実施形態の車両１０には、加速性能よりも燃費，電費を重視したエコモード（エネルギー抑制モード）と、燃費，電費よりも加速性能を重視したスポーツモード（加速モード）と、加速性能と燃費，電費とを同程度に扱うノーマルモードとが設けられる。 Further, the vehicle 10 of the present embodiment is provided with a plurality of operation modes, and is provided with a mode setting switch 46 for setting the operation mode. The driving mode is a control mode different from the driving mode (EV mode, series mode, parallel mode), and the power performances are different from each other. In the vehicle 10 of the present embodiment, an eco mode (energy suppression mode) emphasizing fuel consumption and electricity cost over acceleration performance, a sport mode (acceleration mode) emphasizing acceleration performance over fuel consumption and electricity cost, acceleration performance and fuel consumption , And a normal mode that handles the same amount of power consumption.
　ここでいうノーマルモードは車両１０の起動スイッチをオンにした際に通常設定される運転モードである。また、加速モードは所定アクセル開度あたりの車両１０の加速度がノーマルモードよりも大きくなるよう設定した運転モードである。本実施形態では、これらの運転モードが運転者による手動操作により切り替えられる。なお、運転モードが車両１０により自動的に設定されるものであってもよい。モード設定スイッチ４６で設定されたモード情報は、制御装置５に伝達される。 The normal mode mentioned here is an operation mode which is usually set when the start switch of the vehicle 10 is turned on. The acceleration mode is a driving mode set so that the acceleration of the vehicle 10 per predetermined accelerator opening degree is larger than that in the normal mode. In the present embodiment, these operation modes are switched by the driver's manual operation. The operation mode may be automatically set by the vehicle 10. The mode information set by the mode setting switch 46 is transmitted to the control device 5.
　制御装置５は、例えばマイクロプロセッサやＲＯＭ，ＲＡＭ等を集積したＬＳＩデバイスや組み込み電子デバイスとして構成された電子制御装置であり、車両１０に搭載される各種装置を統合制御する。本実施形態の制御装置５は、運転者の要求出力等に応じて走行モードを選択し、選択した走行モードに応じて各種機器（例えばエンジン２やモータ３）を制御するとともにトランスアクスル１内のクラッチ２０，３０の断接状態を制御する。この制御については後述する。 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.
［２．トランスアクスル］
　図３は、本実施形態のトランスアクスル１を備えたパワートレイン７のスケルトン図である。図２及び図３に示すように、トランスアクスル１には、互いに平行に配列された六つの軸１１～１６が設けられる。以下、クランクシャフト２ａと同軸上に接続される回転軸を入力軸１１と呼ぶ。 [2. Transaxle]
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.
　同様に、ドライブシャフト９，モータ３の回転軸３ａ，ジェネレータ４の回転軸４ａのそれぞれと同軸上に接続される回転軸を、出力軸１２，モータ軸１３，ジェネレータ軸１４と呼ぶ。また、入力軸１１と出力軸１２との間の動力伝達経路上に配置された回転軸を第一カウンタ軸１５と呼び、モータ軸１３と出力軸１２との間の動力伝達経路上に配置された回転軸を第二カウンタ軸１６と呼ぶ。六つの軸１１～１６はいずれも、両端部が図示しない軸受を介してケーシング１Ｃに軸支される。なお、入力軸１１，出力軸１２，モータ軸１３，ジェネレータ軸１４のそれぞれの軸上に位置するケーシング１Ｃの側面には開口が形成され、ケーシング１Ｃの外側に位置するクランクシャフト２ａ，ドライブシャフト９，回転軸３ａ，回転軸４ａと接続される。 Similarly, 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. In addition, 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.
　トランスアクスル１の内部には、三つの動力伝達経路が形成される。具体的には、図２中に二点鎖線で示すように、モータ３からモータ軸１３を介して出力軸１２に至る動力伝達経路（以下「第一経路５１」と呼ぶ）と、エンジン２から入力軸１１を介して出力軸１２に至る動力伝達経路（以下「第二経路５２」と呼ぶ）と、エンジン２から入力軸１１を介してジェネレータ軸１４に至る動力伝達経路（以下「第三経路５３」と呼ぶ）とが形成される。ここで、第一経路５１及び第二経路５２は駆動用動力伝達経路であり、第三経路５３は発電用動力伝達経路である。 Inside the transaxle 1, three power transmission paths are formed. Specifically, as shown by a two-dot chain line in FIG. 2, a power transmission path (hereinafter referred to as “first path 51”) from the motor 3 to the output shaft 12 via the motor shaft 13, and from the engine 2 A power transmission path (hereinafter referred to as “second path 52”) leading to the output shaft 12 through the input shaft 11 and a power transmission path (hereinafter referred to as “third path”) leading from the engine 2 to the generator shaft 14 through the input shaft 11 53) are formed. Here, the first path 51 and the second path 52 are drive power transmission paths, and the third path 53 is a power generation power transmission path.
　第一経路５１（第一動力伝達経路）は、モータ３から駆動輪８への動力伝達に係る経路であり、モータ３の動力伝達を担うものである。第一経路５１上には、モータ３と同期して回転することで動力が伝達されるモータ軸１３（第一軸）及びモータ軸１３の動力が伝達される第二カウンタ軸１６（第二軸）が設けられ、第一経路５１の中途にはその動力伝達を断接する後述の第一ドグクラッチ２０（噛み合いクラッチ，クラッチ）が介装される。 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, clutch) described later is connected to the middle of the first path 51 to connect and disconnect the power transmission.
　第二経路５２（第二動力伝達経路）上には、ジェネレータ４と同期して回転することで動力が伝達される入力軸１１（第一軸）及び入力軸１１の動力が伝達される第一カウンタ軸１５（第二軸）が設けられ、第二経路５２の中途にはその動力伝達の断接とハイロー切替とを実施する後述の第二ドグクラッチ３０（噛み合いクラッチ，クラッチ）が介装される。 The power of the input shaft 11 (first shaft) to which power is transmitted by rotating in synchronization with the generator 4 and the power of the input shaft 11 are transmitted to the second path 52 (second power transmission path) A counter shaft 15 (second shaft) is provided, and a second dog clutch 30 (meshing clutch, clutch) described later that performs connection / disconnection of power transmission and high / low switching is interposed in the middle of the second path 52 .
　第三経路５３（第三動力伝達経路）は、エンジン２からジェネレータ４への動力伝達に係る経路であり、エンジン始動時の動力伝達及びエンジン２による発電時の動力伝達を担うものである。 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.
　次に、図３を用いてトランスアクスル１の構成を詳述する。なお、以下の説明において、「固定ギヤ」とは、軸と一体に設けられ、軸に対して同期回転する（相対回転不能な）歯車を意味する。また、「遊転ギヤ」とは、軸に対して相対回転可能に枢支された歯車を意味する。 Next, the configuration of the transaxle 1 will be described in detail with reference to FIG. In the following description, the term "fixed gear" means a gear provided integrally with the shaft and synchronously rotating (non-rotatable) with respect to the shaft. Also, "free running gear" means a gear that is rotatably supported relative to the shaft.
　入力軸１１には、エンジン２に近い側から順に、固定ギヤ１１ａと、ハイ側の第二ドグクラッチ３０（以下、「ハイ側ドグクラッチ３０Ｈ」と呼ぶ）と、遊転ギヤ１１Ｈと、固定ギヤ１１Ｌとが設けられる。また、第一カウンタ軸１５には、エンジン２の近い側から順に、固定ギヤ１５ａと、固定ギヤ１５Ｈと、遊転ギヤ１５Ｌと、ロー側の第二ドグクラッチ３０（以下、「ロー側ドグクラッチ３０Ｌ」と呼ぶ）とが設けられる。 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.
　入力軸１１の固定ギヤ１１ａは、ジェネレータ軸１４に設けられた固定ギヤ１４ａと常時噛合している。つまり、入力軸１１とジェネレータ軸１４とは、二つの固定ギヤ１１ａ，１４ａを介して連結されており、エンジン２とジェネレータ４との間で動力伝達可能とされる。また、第一カウンタ軸１５の固定ギヤ１５ａは、出力軸１２に設けられたデフ１８のリングギヤ１８ａと常時噛合している。 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.
　入力軸１１に設けられた遊転ギヤ１１Ｈ及び固定ギヤ１１Ｌは互いに異なる歯数を持ち、第一カウンタ軸１５に設けられた固定ギヤ１５Ｈ及び遊転ギヤ１５Ｌのそれぞれと常時噛合している。なお、第一カウンタ軸１５の固定ギヤ１５Ｈ及び遊転ギヤ１５Ｌも互いに異なる歯数を持つ。本実施形態では、遊転ギヤ１１Ｈの方が固定ギヤ１１Ｌよりも歯数が多い。この遊転ギヤ１１Ｈは、歯数が少ない固定ギヤ１５Ｈと噛み合ってハイギヤ段を形成する。反対に、歯数が少ない固定ギヤ１１Ｌは、歯数が多い遊転ギヤ１５Ｌと噛み合ってローギヤ段を形成する。 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. In the present embodiment, 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. On the other hand, 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.
　ハイ側ドグクラッチ３０Ｈと同軸上に隣接配置された遊転ギヤ１１Ｈは、第一カウンタ軸１５の固定ギヤ１５Ｈと噛み合う歯面部の右側に一体で設けられたドグギヤ１１ｄ（被係合ギヤ）を有する。また、ロー側ドグクラッチ３０Ｌと同軸上に隣接配置された遊転ギヤ１５Ｌは、入力軸１１の固定ギヤ１１Ｌと噛み合う歯面部の左側に一体で設けられたドグギヤ１５ｄ（被係合ギヤ）を有する。ドグギヤ１１ｄの先端部（径方向外側の端部）には、ドグ歯１１ｔが設けられる。また、ドグギヤ１５ｄの先端部にも、ドグ歯１１ｔと同様のドグ歯（図示略）が設けられる。 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. In addition, a dog tooth (not shown) similar to the dog tooth 11t is provided at the tip of the dog gear 15d.
　ハイ側ドグクラッチ３０Ｈ及びロー側ドグクラッチ３０Ｌはいずれも第二経路５２上に設けられ、エンジン２の動力の断接状態を制御するとともにハイギヤ段とローギヤ段とを切り替えるものであり、シンクロ機構を持たない噛み合いクラッチである。本実施形態では、走行モードがパラレルモードである場合に、ハイ側ドグクラッチ３０Ｈ及びロー側ドグクラッチ３０Ｌの一方が係合されて他方が切断される。なお、どちらのクラッチ３０Ｈ，３０Ｌが係合するかは、車両１０の走行状態や要求出力等に基づいて決定される。 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. In the present embodiment, when 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.
　ハイ側ドグクラッチ３０Ｈは、入力軸１１に固定されたハブ３１Ｈと、ハブ３１Ｈ（入力軸１１）に対して相対回転不能であって軸方向に摺動自在に結合された環状のスリーブ３２Ｈとを有する。スリーブ３２Ｈは、図示しないアクチュエータ（例えばサーボモータ）が制御装置５によって制御されることで軸方向にスライド移動する。スリーブ３２Ｈの近傍には、その移動量（ストローク量）を検出するストロークセンサ４５ａが設けられる。また、スリーブ３２Ｈの径方向内側には、ドグギヤ１１ｄのドグ歯１１ｔと噛合するスプライン歯３２ｔが設けられる。 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. In the vicinity of the sleeve 32H, a stroke sensor 45a that detects the amount of movement (stroke amount) is provided. Further, 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.
　スプライン歯３２ｔとドグ歯１１ｔとが噛み合うことで、スリーブ３２Ｈとドグギヤ１１ｄとが噛合（係合）する。この状態では、エンジン２からの駆動力がハイ側のギヤ対１１Ｈ，１５Ｈを通じて出力軸１２へと伝達される。反対に、スリーブ３２Ｈのスプライン歯３２ｔとドグギヤ１１ｄのドグ歯１１ｔとが離隔している場合には遊転ギヤ１１Ｈが空転状態となり、第二経路５２におけるハイ側の動力伝達が遮断された状態となる。 As the spline teeth 32t and the dog teeth 11t mesh with each other, the sleeve 32H and the dog gear 11d mesh (engage) with each other. In this state, the driving force from the engine 2 is transmitted to the output shaft 12 through the high gear pairs 11H and 15H. On the other hand, when the spline teeth 32t of the sleeve 32H and the dog teeth 11t of the dog gear 11d are separated, the idle gear 11H is idled and the high side power transmission in the second path 52 is interrupted. Become.
　同様に、ロー側ドグクラッチ３０Ｌは、第一カウンタ軸１５に固定されたハブ３１Ｌと、ハブ３１Ｌ（第一カウンタ軸１５）に対して相対回転不能であって軸方向に摺動自在に結合された環状のスリーブ３２Ｌとを有する。スリーブ３２Ｌも、図示しないアクチュエータが制御装置５によって制御されることで軸方向にスライド移動するものであり、ストロークセンサ４５ｂによってその移動量（ストローク量）が検出される。スリーブ３２Ｌの径方向内側には、ドグギヤ１５ｄのドグ歯と噛合するスプライン歯（図示略）が設けられる。スプライン歯とドグ歯とが噛み合うことで、スリーブ３２Ｌとドグギヤ１５ｄとが噛合（係合）する。この状態では、エンジン２からの駆動力がロー側のギヤ対１１Ｌ，１５Ｌを通じて出力軸１２へと伝達される。反対に、スリーブ３２Ｌのスプライン歯とドグギヤ１５ｄのドグ歯とが離隔している場合には遊転ギヤ１５Ｌが空転状態となり、第二経路５２におけるロー側の動力伝達が遮断された状態となる。 Similarly, 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. And an annular sleeve 32L. The sleeve 32 </ b> L 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. On the radially inner side of the sleeve 32L, spline teeth (not shown) that mesh with the dog teeth of the dog gear 15d are provided. As the spline teeth and the dog teeth mesh, the sleeve 32L and the dog gear 15d mesh (engage) with each other. In this state, the driving force from the engine 2 is transmitted to the output shaft 12 through the low gear pairs 11L and 15L. On the contrary, when the spline teeth of the sleeve 32L and the dog teeth of the dog gear 15d are separated from each other, the idle gear 15L is idled, and the power transmission on the low side in the second path 52 is interrupted.
　第二カウンタ軸１６には、エンジン２に近い側から順に、第一ドグクラッチ２０と、遊転ギヤ１６Ｍと、パーキングギヤ１９と、固定ギヤ１６ａとが設けられる。固定ギヤ１６ａは、デフ１８のリングギヤ１８ａと常時噛合している。パーキングギヤ１９は、パーキングロック装置を構成する要素であり、運転者によりＰレンジが選択されると、図示しないパーキングスプラグと係合して、第二カウンタ軸１６（すなわち出力軸１２）の回転を禁止する。 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.
　遊転ギヤ１６Ｍは、モータ軸１３に設けられた固定ギヤ１３ａよりも歯数が多く、この固定ギヤ１３ａと常時噛合している。遊転ギヤ１６Ｍは、固定ギヤ１３ａと噛み合う歯面部の右側に一体で設けられたドグギヤ１６ｄを有する。なお、このドグギヤ１６ｄは、上述したドグギヤ１１ｄのドグ歯１１ｔと同様のドグ歯（図示略）をその先端部に有する。 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.
　第一ドグクラッチ２０は、第二カウンタ軸１６に固定されたハブ２１と、ハブ２１（第二カウンタ軸１６）に対して相対回転不能であって軸方向に摺動自在に結合された環状のスリーブ２２とを有する。スリーブ２２も、図示しないアクチュエータが制御装置５によって制御されることで軸方向にスライド移動するものであり、ストロークセンサ４５ｃによってその移動量（ストローク量）が検出される。スリーブ２２の径方向内側には、上述したスリーブ３２Ｈのスプライン歯３２ｔと同様のスプライン歯（図示略）が設けられる。スリーブ２２のスプライン歯と遊転ギヤ１６Ｍのドグギヤ１６ｄとが噛み合うことで、スリーブ２２とドグギヤ１６ｄとが噛合（係合）する。 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. On the radially inner side of the sleeve 22, spline teeth (not shown) similar to the spline teeth 32t of the sleeve 32H described above are provided. As the spline teeth of 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.
　本実施形態では、走行モードがパラレルモードであってモータ３によるアシストが不要な場合に、スリーブ２２のスプライン歯と遊転ギヤ１６Ｍのドグギヤ１６ｄとが離隔され、遊転ギヤ１６Ｍが空転状態となり、第一経路５１の動力伝達が遮断された状態となる。反対に、走行モードがＥＶモード又はシリーズモードである場合、又はパラレルモードであってモータアシストが必要な場合には、スリーブ２２とドグギヤ１６ｄとが噛合（係合）され、モータ３からの駆動力が出力軸１２へと伝達される。 In this embodiment, when 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. On the other hand, when 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.
　本実施形態では、モータ３の作動時に（オン状態で）スリーブ２２がドグギヤ１６ｄと係合し、モータ３の停止時に（オフ状態で）スリーブ２２がニュートラル位置Ｐｎ（中立位置）に制御される。なお、ここでいう「ニュートラル位置Ｐｎ」とは、走行中に車体が振動したり傾いたりしても、スプライン歯とドグ歯とが衝突しない程度にドグギヤから離隔した位置であって、予め設定されている。ニュートラル位置Ｐｎは、例えばスリーブがアクチュエータによって移動させられる際に基準となる位置（０点位置）に設定される。 In the present embodiment, the sleeve 22 is engaged with the dog gear 16d when the motor 3 is operating (on) and is controlled to the neutral position Pn (neutral position) when the motor 3 is stopped (off). The "neutral position Pn" mentioned here is a position separated from the dog gear to such an extent that the spline teeth and the dog teeth do not collide even if the vehicle body vibrates or tilts during traveling, and is set in advance. ing. The neutral position Pn is set to, for example, a reference position (0 point position) when the sleeve is moved by the actuator.
［３．制御構成］
　上述したトランスアクスル１では、選択されている走行モードに応じて、三つのドグクラッチ２０，３０Ｈ，３０Ｌの断接状態が制御される。上記した通り、本実施形態では、走行モードの選択、ドグクラッチ２０，３０Ｈ，３０Ｌの断接状態、エンジン２やモータ３等の作動状態を、すべて制御装置５が制御する。以下、これらの制御のうち、特に、ドグクラッチ２０，３０Ｈ，３０Ｌを係合させるときの制御（以下「クラッチ係合制御」と呼ぶ）について詳述する。 [3. Control configuration]
In the transaxle 1 described above, the connection / disconnection state of the three dog clutches 20, 30H, 30L is controlled in accordance with the selected travel mode. As described above, in the present embodiment, 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. Hereinafter, among these controls, in particular, control for engaging the dog clutches 20, 30H, and 30L (hereinafter, referred to as "clutch engagement control") will be described in detail.
　クラッチ係合制御は、車両１０の走行中に、三つのドグクラッチ２０，３０Ｈ，３０Ｌのうち少なくとも一つに対して実施される制御である。本実施形態では、全てのドグクラッチ２０，３０Ｈ，３０Ｌに対して同様の制御が実施される。図４（ａ）～（ｃ）には、ハイ側ドグクラッチ３０Ｈのスリーブ３２Ｈが、ニュートラル位置Ｐｎ，係合位置Ｐｅ，係合準備位置Ｐｅｐのそれぞれに配置された状態を例示している。なお、図示は省略するが、第一ドグクラッチ２０及びロー側ドグクラッチ３０Ｌも、ハイ側ドグクラッチ３０Ｈと同様に制御される。 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. FIGS. 4A to 4C illustrate a state in which the sleeve 32H of the high side dog clutch 30H is disposed at each of the neutral position Pn, the engagement position Pe, and the engagement preparation position Pep. Although not shown, the first dog clutch 20 and the low side dog clutch 30L are also controlled in the same manner as the high side dog clutch 30H.
　ここで、係合位置Ｐｅは、各スリーブ２２，３２Ｈ，３２Ｌと、これに隣接する各ドグギヤ１６ｄ，１１ｄ，１５ｄとが係合する位置であり、例えば図４（ｂ）に示すように、スリーブ３２Ｈのスプライン歯３２ｔとドグギヤ１１ｄのドグ歯１１ｔとが噛合する位置である。一方、係合準備位置Ｐｅｐは、ニュートラル位置Ｐｎから係合位置Ｐｅ側（ドグギヤ側）へ所定距離Ｘだけシフトした位置であり、例えば図４（ｃ）に示すように、スリーブ３２Ｈのスプライン歯３２ｔとドグギヤ１１ｄのドグ歯１１ｔとがぶつからない程度の僅かな隙間を形成する位置である。 Here, the engagement position Pe is a position at which each of the sleeves 22, 32H, 32L and each of the dog gears 16d, 11d, 15d adjacent thereto engage with each other. For example, as shown in FIG. 4 (b) In this position, the spline teeth 32t of 32H and the dog teeth 11t of the dog gear 11d mesh with each other. On the other hand, the engagement preparation position Pep is a position shifted by a predetermined distance X from the neutral position Pn to the engagement position Pe side (dog gear side), and as shown in FIG. 4C, for example, spline teeth 32t of the sleeve 32H. And the dog teeth 11t of the dog gear 11d are at such positions as to form a slight gap that does not collide with the dog teeth 11t.
　係合準備位置Ｐｅｐは、回転同期制御中であるドグクラッチ２０，３０Ｈ，３０Ｌのスリーブ２２，３２Ｈ，３２Ｌを待機させる位置である。回転同期制御中にスリーブ２２，３２Ｈ，３２Ｌを係合準備位置Ｐｅｐに待機させることで、回転が同期してからのスリーブ２２，３２Ｈ，３２Ｌの移動量が小さくなるため、ドグクラッチ２０，３０Ｈ，３０Ｌの係合完了までに要する時間（クラッチ係合時間）の短縮が図られる。 The engagement preparation position Pep is a position at which the sleeves 22, 32H, 32L of the dog clutches 20, 30H, 30L, which are under synchronous rotation control, stand by. By holding the sleeves 22, 32H, 32L at the engagement preparation position Pep during the rotation synchronization control, the movement amount of the sleeves 22, 32H, 32L after the rotation synchronization is reduced, so the dog clutches 20, 30H, 30L The time required to complete the engagement of the clutch (clutch engagement time) can be shortened.
　本実施形態では、所定距離Ｘがアクセル開度ＡＰに応じて変更される可変値として設けられる。具体的には、アクセル開度ＡＰが大きいほど、所定距離Ｘが長く設定される。つまり、係合準備位置Ｐｅｐは、アクセル開度ＡＰが大きいほど（運転者の要求出力が大きいほど）、係合予定のドグギヤ寄りに設定されるため、クラッチ係合時間が一層短縮される。 In the present embodiment, the predetermined distance X is provided as a variable value that is changed according to the accelerator opening degree AP. Specifically, the predetermined distance X is set longer as the accelerator opening degree AP is larger. That is, since the engagement preparation position Pep is set closer to the dog gear to be engaged as the accelerator opening degree AP is larger (the request output of the driver is larger), the clutch engagement time is further shortened.
　さらに本実施形態の所定距離Ｘは、車両１０の運転モードによっても変更される。具体的には、スポーツモードが設定されている場合には、スポーツモード以外の運転モード（ノーマルモード，エコモード）のときと比べて所定距離Ｘが長く設定される。これにより、運転者が加速性能を重視している場合（出力を出したいと考えている場合）には、その他の運転モードのときよりも係合準備位置Ｐｅｐが係合予定のドグギヤ寄りに設定されるため、クラッチ係合時間が一層短縮される。 Furthermore, the predetermined distance X in the present embodiment is also changed depending on the operation mode of the vehicle 10. Specifically, when the sport mode is set, the predetermined distance X is set longer than in the driving mode other than the sport mode (normal mode, eco mode). As a result, when the driver emphasizes the acceleration performance (when it is desired to output the output), the engagement preparation position Pep is set closer to the dog gear to be engaged than in the other operation modes. Clutch engagement time is further reduced.
　制御装置５には、上述したクラッチ係合制御を実施するための要素として、選択部５Ａ，回転制御部５Ｂ，スリーブ制御部５Ｃが設けられる。これらの要素は、制御装置５で実行されるプログラムの一部の機能を示すものであり、ソフトウェアで実現されるものとする。ただし、各機能の一部又は全部をハードウェア（電子回路）で実現してもよく、あるいはソフトウェアとハードウェアとを併用して実現してもよい。 The control unit 5 is provided with a selection unit 5A, a rotation control unit 5B, and a sleeve control unit 5C as elements for performing the above-described 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.
　選択部５Ａは、車両１０の運転状態，運転者の要求出力，バッテリ６の充電状態等に基づき、ＥＶモード，シリーズモード，パラレルモードの中から一つの走行モードを選択するものである。また、本実施形態の選択部５Ａは、パラレルモードの選択中に、例えば要求出力や車速等に基づいてモータアシストの要否を判断する。選択部５Ａは、走行モードを変更する場合、及び、モータアシストの要否を切り替える場合に、各ドグクラッチ２０，３０Ｈ，３０Ｌの断接状態を切り替える必要があると判断する。そして、「係合する必要がある」と判断したドグクラッチ２０，３０Ｈ，３０Ｌの種類を回転制御部５Ｂに伝達し、「切断する必要がある」と判断したドグクラッチ２０，３０Ｈ，３０Ｌの種類をスリーブ制御部５Ｃに伝達する。 The selection unit 5A selects one traveling mode from the EV mode, the series mode, and the parallel mode, based on the driving state of the vehicle 10, the driver's request output, the charging state of the battery 6, and the like. In addition, the selection unit 5A of the present embodiment determines the necessity of the motor assist based on, for example, the required output, the vehicle speed, and the like while selecting the parallel mode. Selection unit 5A determines that it is necessary to switch the connection / disconnection state of each dog clutch 20, 30H, 30L when changing the traveling mode and when switching the necessity of motor assist. Then, the types of dog clutches 20, 30H, and 30L determined as "necessary to be engaged" are transmitted to the rotation control unit 5B, and the types of dog clutches 20, 30H, and 30L determined as "necessary to be disconnected" are sleeves. It is transmitted to the control unit 5C.
　回転制御部５Ｂは、車両１０の走行中に、選択部５Ａによって「係合する必要がある」と判断されたドグクラッチ２０，３０Ｈ，３０Ｌの回転を同期させる回転同期制御を実施するものである。すなわち、回転制御部５Ｂは、切断状態にあるドグクラッチ２０，３０Ｈ，３０Ｌを係合させる必要がある場合に回転同期制御を開始する。 The rotation control unit 5B performs rotation synchronization control to synchronize the rotation of the dog clutches 20, 30H, and 30L determined to be “engaged” by the selection unit 5A while the vehicle 10 is traveling. That is, the rotation control unit 5B starts the rotation synchronization control when it is necessary to engage the dog clutches 20, 30H, and 30L in the disconnected state.
　具体的には、回転同期部５Ｂは、第一ドグクラッチ２０を係合させる場合には、ドグギヤ１６ｄの回転がスリーブ２２の回転に合うように、モータ３のトルクを制御（調整）する。また、ハイ側ドグクラッチ３０Ｈを係合させる場合には、スリーブ３２Ｈの回転がドグギヤ１１ｄの回転に合うようにジェネレータ４のトルクを制御（調整）する。また、ロー側ドグクラッチ３０Ｌを係合させる場合には、ドグギヤ１５ｄの回転がスリーブ３２Ｌの回転に合うように、ジェネレータ４のトルクを制御（調整）する。 Specifically, when engaging the first dog clutch 20, the rotation synchronization unit 5B controls (adjusts) the torque of the motor 3 so that the rotation of the dog gear 16d matches the rotation of the sleeve 22. When the high side dog clutch 30H is engaged, the torque of the generator 4 is controlled (adjusted) such that the rotation of the sleeve 32H matches the rotation of the dog gear 11d. When the low-side dog clutch 30L is engaged, the torque of the generator 4 is controlled (adjusted) so that the rotation of the dog gear 15d matches the rotation of the sleeve 32L.
　なお、ここでいう「合う」とは、完全な一致（すなわち同期）だけでなく、互いの回転数を近づけて、二つの回転数の差を所定の回転数範囲内に収めることを意味する。すなわち、回転制御部５Ｂは、係合させるドグクラッチ２０，３０Ｈ，３０Ｌのスリーブ２２，３２Ｈ，３２Ｌの回転数とドグギヤ１６ｄ，１１ｄ，１５ｄの回転数との回転数差を求めるとともに、求めた回転数差が所定の回転数範囲内となるように回転電機（モータ３，ジェネレータ４）を制御する。 Here, “match” means not only perfect coincidence (ie, synchronization) but also bringing the number of rotations close to each other so that the difference between the two numbers of rotations falls within a predetermined number of rotations. That is, the rotation control unit 5B determines the difference between the rotational speeds of the sleeves 22, 32H, 32L of the dog clutches 20, 30H, 30L and the rotational speeds of the dog gears 16d, 11d, 15d to be engaged. The rotary electric machine (motor 3, generator 4) is controlled so that the difference is within a predetermined rotational speed range.
　ここで、上記の回転数範囲とは、ドグクラッチ２０，３０Ｈ，３０Ｌの係合時に起こりうる騒音や歯の損傷を抑えつつ、回転同期にかかる時間の長期化を防ぐことができる値に設定された回転数差の範囲である。この回転数範囲は、例えば、０を中心とし、正の値である上限値以下かつ負の値である下限値以上の範囲とされる。この場合、上限値及び下限値の絶対値は互いに同一とされる。なお、回転数範囲は予め設定された固定値であってもよいし、例えば車速（車輪速）に応じた可変値としてもよい。 Here, the above-described rotational speed range is set to a value that can prevent a prolonged time required for rotational synchronization while suppressing noise and tooth damage that may occur when the dog clutches 20, 30H, and 30L are engaged. It is a range of rotational speed difference. The rotational speed range is, for example, a range having an upper limit value which is a positive value and a lower limit value which is a negative value, centering around 0. In this case, the absolute values of the upper limit value and the lower limit value are the same. The rotational speed range may be a fixed value set in advance, or may be a variable value according to the vehicle speed (wheel speed), for example.
　なお、回転制御部５Ｂは、係合されるドグクラッチ２０，３０Ｈ，３０Ｌのスリーブ２２，３２Ｈ，３２Ｌが係合位置Ｐｅに移動されて、ドグクラッチ２０，３０Ｈ，３０Ｌの係合が完了すると、回転同期制御を終了する。 In the rotation control unit 5B, when the sleeves 22, 32H, 32L of the dog clutches 20, 30H, 30L to be engaged are moved to the engagement position Pe and the engagement of the dog clutches 20, 30H, 30L is completed, the rotation synchronization is performed. End control.
　スリーブ制御部５Ｃは、各ドグクラッチ２０，３０Ｈ，３０Ｌのアクチュエータを制御することで各スリーブ２２，３２Ｈ，３２Ｌの位置を変更し、ドグクラッチ２０，３０Ｈ，３０Ｌの断接状態を切り替えるものである。スリーブ制御部５Ｃは、選択部５Ａによって「切断する必要がある」と判断されたドグクラッチ２０，３０Ｈ，３０Ｌを切断するとともに、回転制御部５Ｂによって回転同期されているドグクラッチ２０，３０Ｈ，３０Ｌを係合する。以下、クラッチ係合について説明する。 The sleeve control unit 5C changes the positions of the sleeves 22, 32H, 32L by controlling the actuators of the dog clutches 20, 30H, 30L, and switches the connection / disconnection state of the dog clutches 20, 30H, 30L. The sleeve control unit 5C disconnects the dog clutches 20, 30H, and 30L determined by the selection unit 5A to be "must be disconnected", and engages the dog clutches 20, 30H, and 30L that are rotationally synchronized by the rotation control unit 5B. Match. Hereinafter, clutch engagement will be described.
　スリーブ制御部５Ｃは、各スリーブ２２，３２Ｈ，３２Ｌを、各ドグギヤ１６ｄ，１１ｄ，１５ｄに向かう方向及び各ドグギヤ１６ｄ，１１ｄ，１５ｄから離れる方向にスライド移動するようにアクチュエータを制御する。以下、クラッチを係合させる方向（例えばスリーブ３２Ｈがドグギヤ１１ｄに向かう方向）を「第一方向」と呼び、第一方向とは逆方向（すなわちクラッチを切断する方向）を「第二方向」と呼ぶ。スリーブ制御部５Ｃは、クラッチ係合時には、ニュートラル位置Ｐｎに配置されているスリーブを第一方向へ移動させ、クラッチ切断時には、係合位置Ｐｅに配置されているスリーブを第二方向へニュートラル位置Ｐｎまで移動させる。 The sleeve control unit 5C controls the actuator to slide the sleeves 22, 32H, 32L in the direction toward the dog gears 16d, 11d, 15d and in the direction away from the dog gears 16d, 11d, 15d. Hereinafter, the direction in which the clutch is engaged (for example, the direction in which the sleeve 32H moves toward the dog gear 11d) is referred to as "first direction", and the direction opposite to the first direction (i.e., direction in which the clutch is disconnected) is referred to as "second direction". Call. The sleeve control unit 5C moves the sleeve disposed in the neutral position Pn in the first direction when the clutch is engaged, and shifts the sleeve disposed in the engagement position Pe in the second direction when the clutch is disengaged. Move to
　また、スリーブ制御部５Ｃは、回転制御部５Ｂにより回転同期されているドグクラッチのスリーブを、その回転同期制御中に第一方向へ移動させて、ニュートラル位置Ｐｎから所定距離Ｘだけドグギヤ側にシフトした係合準備位置Ｐｅｐに待機させる。例えば、回転制御部５Ｂによりハイ側ドグクラッチ３０Ｈに対して回転同期制御が実施されている場合には、スリーブ制御部５Ｃは、その回転同期制御中にスリーブ３２Ｈを第一方向へ移動させ、図４（ｃ）に示す係合準備位置Ｐｅｐに待機させる。 Further, the sleeve control unit 5C shifts the sleeve of the dog clutch rotationally synchronized by the rotation control unit 5B in the first direction during the rotation synchronization control, and shifts the dog gear side by a predetermined distance X from the neutral position Pn. It waits for the engagement preparation position Pep. For example, when the rotation synchronization control is performed on the high-side dog clutch 30H by the rotation control unit 5B, the sleeve control unit 5C moves the sleeve 32H in the first direction during the rotation synchronization control, as shown in FIG. It waits for the engagement preparation position Pep shown in (c).
　このように、スリーブ制御部５Ｃがスリーブ３２Ｈを係合準備位置Ｐｅｐに待機させるのは、ハイ側ドグクラッチ３０Ｈを係合させる際の回転同期が完了する直前である。つまり、スリーブ制御部５Ｃは、回転同期制御が実施されていない状態では、スリーブ３２Ｈをニュートラル位置Ｐｎ又は係合位置Ｐｅに配置する。なお、第一ドグクラッチ２０及びロー側ドグクラッチ３０Ｌに対しても同様に、回転制御部５Ｂによる制御中ではスリーブ２２，３２Ｌを係合準備位置Ｐｅｐに待機させ、回転同期制御が実施されていない状態では、スリーブ２２，３２Ｌをニュートラル位置Ｐｎ又は係合位置Ｐｅに配置する。 As described above, the sleeve control unit 5C causes the sleeve 32H to stand by at the engagement preparation position Pep immediately before the completion of the rotation synchronization at the time of engaging the high-side dog clutch 30H. That is, the sleeve control unit 5C places the sleeve 32H in the neutral position Pn or the engagement position Pe in a state where the rotation synchronization control is not performed. Similarly, for the first dog clutch 20 and the low-side dog clutch 30L, the sleeves 22 and 32L are made to stand by at the engagement preparation position Pep during the control by the rotation control unit 5B, and the rotation synchronous control is not performed. , And the sleeves 22 and 32L are disposed at the neutral position Pn or the engagement position Pe.
　本実施形態のスリーブ制御部５Ｃは、アクセル開度ＡＰに応じて所定距離Ｘを変更し、係合準備位置Ｐｅｐを設定する。スリーブ制御部５Ｃは、アクセル開度ＡＰが大きいほど所定距離Ｘを長くすることで、係合準備位置Ｐｅｐをドグギヤ寄りに設定する。また、本実施形態のスリーブ制御部５Ｃは、複数の運転モードのうち、スポーツモードが設定されている場合には、スポーツモード以外の運転モードが設定されている場合よりも所定距離Ｘを長くする。 The sleeve control unit 5C of the present embodiment changes the predetermined distance X in accordance with the accelerator opening degree AP, and sets the engagement preparation position Pep. The sleeve control unit 5C sets the engagement preparation position Pep closer to the dog gear by lengthening the predetermined distance X as the accelerator opening AP is larger. Further, when the sport mode is set among the plurality of operation modes, the sleeve control unit 5C of the present embodiment makes the predetermined distance X longer than when the operation mode other than the sport mode is set. .
　スリーブ制御部５Ｃは、例えば図５に示すようなマップを用いて所定距離Ｘを取得（変更）してもよい。このマップは、アクセル開度ＡＰが大きいほど所定距離Ｘが長くなるように設定されており、予め制御装置５に記憶されている。また、このマップでは、運転モードごとに、アクセル開度ＡＰに対する所定距離Ｘの関係が設定されている。このマップでは、スポーツモードのときに、他の運転モード（ノーマルモード，エコモード）のときよりも、アクセル開度ＡＰに対する所定距離Ｘが長くなるように設定されている。なお、このマップでは、エコモードのときに、アクセル開度ＡＰにかかわらず所定距離Ｘが０に設定されている。 The sleeve control unit 5C may obtain (change) the predetermined distance X using, for example, a map as shown in FIG. The map is set such that the predetermined distance X is longer as the accelerator opening AP is larger, and is stored in the control device 5 in advance. Further, in this map, the relationship of the predetermined distance X with respect to the accelerator opening degree AP is set for each driving mode. In this map, the predetermined distance X with respect to the accelerator opening AP is set to be longer in the sport mode than in the other driving modes (normal mode, eco mode). In this map, in the eco mode, the predetermined distance X is set to 0 regardless of the accelerator opening AP.
　スリーブ制御部５Ｃは、回転同期制御中のスリーブ２２，３２Ｈ，３２Ｌの回転数とドグギヤ１６ｄ，１１ｄ，１５ｄの回転数との回転数差が上記の回転数範囲内になると、スリーブ２２，３２Ｈ，３２Ｌを係合準備位置Ｐｅｐから係合位置Ｐｅまで第一方向へ更に移動させてドグクラッチ２０，３０Ｈ，３０Ｌの係合を完了させる。例えば、回転制御部５Ｂによりハイ側ドグクラッチ３０Ｈに対して回転同期制御が実施されている場合、スリーブ制御部５Ｃは、スリーブ３２Ｈ及びドグギヤ１１ｄの回転数差が上記の回転数範囲内になったら、スリーブ３２Ｈを第一方向へ更に移動させるようにアクチュエータを制御し、ハイ側ドグクラッチ３０Ｈの係合を完了させる。 When the rotational speed difference between the rotational speed of the sleeves 22, 32H, 32L and the rotational speed of the dog gears 16d, 11d, 15d under the rotation synchronous control falls within the above-mentioned rotational speed range, the sleeve control unit 5C 32L is further moved in the first direction from the engagement preparation position Pep to the engagement position Pe to complete the engagement of the dog clutches 20, 30H, 30L. For example, when the rotation synchronization control is performed on the high-side dog clutch 30H by the rotation control unit 5B, the sleeve control unit 5C determines that the rotational speed difference between the sleeve 32H and the dog gear 11d falls within the above rotational speed range. The actuator is controlled to further move the sleeve 32H in the first direction, and the engagement of the high side dog clutch 30H is completed.
［４．フローチャート］
　図６は、上述したクラッチ係合制御の内容を説明するためのフローチャート例である。このフローチャートは、車両１０の走行中に制御装置５において所定の演算周期で実施される。なお、このフローチャートは、切断状態の各ドグクラッチ２０，３０Ｈ，３０Ｌが係合されるときに実施されるものであり、ドグクラッチ，スリーブ及びドグギヤの各符号を省略して説明する。すなわち、このフローの開始時点において、スリーブはドグギヤから離れた状態にある。 [4. flowchart]
FIG. 6 is an example of a flowchart for explaining the contents of the above-described clutch engagement control. The flowchart is performed in a predetermined calculation cycle in the control device 5 while the vehicle 10 is traveling. Note that this flowchart is performed when the dog clutches 20, 30H, and 30L in the disconnected state are engaged, and the description will be made by omitting the reference numerals of the dog clutch, the sleeve, and the dog gear. That is, at the start of this flow, the sleeve is in a state of being separated from the dog gear.
　ステップＳ１では、各センサ４１～４５及びモード設定スイッチ４６からの情報が伝達される。ステップＳ２では、回転制御部５Ｂによる回転同期制御が実施されているか否かが判定され、制御中でなければステップＳ３に進む。ステップＳ３では、選択部５Ａにより、ドグクラッチの断接状態を切り替える必要があると判断されたか否かが判定される。断接状態の切替が不要な場合はこのフローをリターンし、必要がある場合にはステップＳ４に進む。ステップＳ４では、回転制御部５Ｂにより、係合させるドグクラッチの回転同期制御が開始される。 In step S1, information from each of the sensors 41 to 45 and the mode setting switch 46 is transmitted. In step S2, it is determined whether or not the rotation synchronization control by the rotation control unit 5B is performed. If the control is not in progress, the process proceeds to step S3. In step S3, it is determined by the selection unit 5A whether or not it is determined that the connection / disconnection state of the dog clutch needs to be switched. If it is not necessary to switch the connection / disconnection state, this flow is returned, and if it is necessary to proceed to step S4. In step S4, rotation synchronous control of the dog clutch to be engaged is started by the rotation control unit 5B.
　ステップＳ５では、ステップＳ１で取得されたアクセル開度ＡＰと運転モードとに基づいて所定距離Ｘが取得され、係合準備位置Ｐｅｐが設定される。続くステップＳ６では、係合対象のスリーブが第一方向へ移動するようアクチュエータが制御され、ステップＳ５で設定された係合準備位置Ｐｅｐにスリーブを待機させる。そして、回転が同期したか否かが判定され（ステップＳ７）、回転同期が完了していなければ、このフローをリターンする。 In step S5, the predetermined distance X is acquired based on the accelerator opening AP acquired in step S1 and the operation mode, and the engagement preparation position Pep is set. At the following step S6, the actuator is controlled so that the sleeve to be engaged moves in the first direction, and the sleeve is made to stand by at the engagement preparation position Pep set at step S5. Then, it is determined whether or not the rotations have been synchronized (step S7), and if the rotation synchronization has not been completed, this flow is returned.
　次の演算周期では、再び各種情報が取得され（ステップＳ１）、回転同期制御中であるか否かが判定される（ステップＳ２）。ステップＳ７のＮｏルートからフローをリターンした場合は回転同期制御中であるため、ステップＳ２からステップＳ７に進み、ステップＳ７の判定が実施される。そして、ステップＳ７において回転が同期したと判定されると、ステップＳ８に進み、係合準備位置Ｐｅｐに待機中のスリーブが第一方向へ移動するようアクチュエータが制御され、ドグクラッチの係合が完了して、このフローをリターンする。 In the next calculation cycle, various information is acquired again (step S1), and it is determined whether or not rotation synchronization control is in progress (step S2). When the flow is returned from the No route of step S7, since the rotation synchronization control is being performed, the process proceeds from step S2 to step S7, and the determination of step S7 is performed. When it is determined in step S7 that the rotations are synchronized, the process proceeds to step S8, the actuator is controlled so that the sleeve waiting at the engagement preparation position Pep moves in the first direction, and the engagement of the dog clutch is completed. Return this flow.
［５．作用，効果］
　（１）上述した制御装置５では、回転同期制御中に、スリーブを係合準備位置Ｐｅｐに待機させることでクラッチ係合時間を短縮できるため、動力性能を向上させることができる。また、回転同期制御を実施していないときにはスリーブがニュートラル位置Ｐｎに配置されるため、走行時の振動や車体の傾斜等によってスリーブの歯とドグギヤの歯との衝突を防ぐことができる。したがって、上述した制御装置５によれば、クラッチ係合時間の短縮と、歯同士がぶつかることによる騒音や損傷の抑制とを両立できる。 [5. Action, effect]
(1) In the control device 5 described above, since the clutch engagement time can be shortened by causing the sleeve to stand by at the engagement preparation position Pep during the rotation synchronization control, the power performance can be improved. In addition, since the sleeve is disposed at the neutral position Pn when the rotation synchronization control is not performed, it is possible to prevent a collision between the teeth of the sleeve and the teeth of the dog gear due to vibration during traveling or inclination of the vehicle body. Therefore, according to the control device 5 described above, it is possible to achieve both shortening of the clutch engagement time and suppression of noise and damage due to collision of the teeth.
　（２）上述した制御装置５では、回転同期制御中のスリーブ２２，３２Ｈ，３２Ｌの回転数とドグギヤ１６ｄ，１１ｄ，１５ｄの回転数との回転数差が所定の回転数範囲内になると、スリーブ制御部５Ｃがスリーブ２２，３２Ｈ，３２Ｌを係合準備位置Ｐｅｐから第一方向へ更に移動させてドグクラッチ２０，３０Ｈ，３０Ｌの係合を完了させる。このように制御することで、クラッチ係合時に生じうる騒音や歯の損傷を抑制しつつ速やかにドグクラッチ２０，３０Ｈ，３０Ｌを係合させることができる。また、回転数差が所定の回転数範囲内になっていなければスリーブ２２，３２Ｈ，３２Ｌが係合準備位置Ｐｅｐから第一方向へと移動しないため、回転同期制御中に車速が急変した場合でも、歯同士がぶつかることなく、騒音や歯の損傷を抑制することができる。 (2) In the control device 5 described above, when the rotational speed difference between the rotational speed of the sleeves 22, 32H, 32L and the rotational speed of the dog gears 16d, 11d, 15d under the rotation synchronous control falls within a predetermined rotational speed range, The control unit 5C further moves the sleeves 22, 32H, 32L from the engagement preparation position Pep in the first direction to complete the engagement of the dog clutches 20, 30H, 30L. By performing such control, it is possible to quickly engage the dog clutches 20, 30H, and 30L while suppressing noise and tooth damage that may occur at the time of clutch engagement. In addition, since the sleeves 22, 32H, 32L do not move from the engagement preparation position Pep in the first direction unless the rotational speed difference is within the predetermined rotational speed range, even if the vehicle speed suddenly changes during the rotational synchronization control. Noise can be suppressed without damaging the teeth.
　（３）係合準備位置Ｐｅｐは、ニュートラル位置Ｐｎよりも所定距離Ｘだけドグギヤ側にシフトした位置に設定される。上述した制御装置５では、この所定距離Ｘがアクセル開度ＡＰに応じて変更されるため、回転同期制御中におけるスリーブの待機位置（すなわち、係合準備位置Ｐｅｐ）を適切に設定することができる。
　（４）さらに上述した制御装置５では、アクセル開度ＡＰが大きいほど所定距離Ｘが長くされる。すなわち、運転者による要求出力が大きいほど係合準備位置Ｐｅｐがドグギヤ寄りに設定されるため、クラッチ係合時間を一層短くすることができ、動力性能をさらに向上させることができる。 (3) The engagement preparation position Pep is set to a position shifted to the dog gear side by the predetermined distance X relative to the neutral position Pn. In the control device 5 described above, since the predetermined distance X is changed according to the accelerator opening AP, the standby position (that is, the engagement preparation position Pep) of the sleeve during the rotation synchronization control can be appropriately set. .
(4) In the control device 5 described above, the predetermined distance X is made longer as the accelerator opening degree AP is larger. That is, since the engagement preparation position Pep is set closer to the dog gear as the driver's required output increases, the clutch engagement time can be further shortened, and the power performance can be further improved.
　（５）また、上述した制御装置５では、スポーツモードが設定されている場合には、他の運転モードが設定されているときよりも所定距離Ｘが長くされる。すなわち、運転者が加速性能を重視している場合には、エコモードやノーマルモードに比べて係合準備位置Ｐｅｐがドグギヤ寄りに設定されるため、クラッチ係合時間を一層短くすることができ、動力性能をさらに向上させることができる。 (5) Further, in the control device 5 described above, when the sport mode is set, the predetermined distance X is made longer than when another driving mode is set. That is, when the driver emphasizes the acceleration performance, the engagement preparation position Pep is set closer to the dog gear as compared to the eco mode or the normal mode, so the clutch engagement time can be further shortened. Power performance can be further improved.
　（６）上述した車両１０は、エンジン２とモータ３とを具備するハイブリッド車両である。また、車両１０には、モータ３からの動力を伝達する第一経路５１上に第一ドグクラッチ２０が介装され、エンジン２からの動力を伝達する第二経路５２上に第二ドグクラッチ３０が介装される。このように、異なる動力伝達経路から異なる駆動源の動力が個別に伝達される車両１０に、上述した制御装置５を適用することによって、走行中の動力伝達経路の切替を速やかに行うことができる。したがって、車両１０の動力性能を向上させることができる。 (6) The vehicle 10 described above is a hybrid vehicle including the engine 2 and the motor 3. Further, in the vehicle 10, the first dog clutch 20 is interposed on the first path 51 for transmitting the motive power from the motor 3, and the second dog clutch 30 is interposed on the second path 52 for transmitting the motive power from the engine 2. Be disguised. As described above, by applying the above-described control device 5 to the vehicle 10 to which power of different drive sources is individually transmitted from different power transmission paths, switching of the power transmission path during traveling can be performed promptly. . Therefore, the motive power performance of the vehicle 10 can be improved.
　（７）また、上述した車両１０には、エンジン２からの動力を伝達する第二経路５２上に、互いに独立したハイ側ドグクラッチ３０Ｈ及びロー側ドグクラッチ３０Ｌが設けられている。このように、ハイギヤ段とローギヤ段とを切替可能な車両１０に、上述した制御装置５を適用することで、変速ショックを抑制することができるとともに、ハイロー切替を速やかに行うことができる。 (7) Further, in the above-described vehicle 10, the high-side dog clutch 30H and the low-side dog clutch 30L which are independent of each other are provided on the second path 52 for transmitting the motive power from the engine 2. As described above, by applying the control device 5 described above to the vehicle 10 capable of switching between the high gear and the low gear, it is possible to suppress a shift shock and to perform high-low switching promptly.
　（８）上述したドグクラッチ２０，３０Ｈ，３０Ｌはいずれもシンクロ機構を持たない噛み合いクラッチである。このため、油圧を利用して作動するクラッチを適用する場合に比べて、オイルポンプを必要としないので、トランスアクスル１の小型化を図ることができ、省スペース化を実現できる。 (8) The dog clutches 20, 30H, and 30L described above are meshing clutches having no synchro mechanism. For this reason, compared with the case where the clutch operated using oil pressure is applied, since the oil pump is not required, the transaxle 1 can be miniaturized, and space saving can be realized.
　なお、上述したトランスアクスル１では、第二経路５２上に第二ドグクラッチ３０が設けられ、パラレルモードでの走行時に、走行状態や要求出力等に応じてハイギヤ段とローギヤ段とが切り替えられる。つまり、パラレルモードにおいて、エンジン２の動力を二段階に切り替えて伝達（出力）することができるため、走行パターンを増やすことができ、ドライブフィーリングの向上や燃費改善といった効果が得られ、車両商品性を向上させることができる。 In the transaxle 1 described above, 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, the required output, and the like. 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.
　また、上述した第二ドグクラッチ３０は、ハイ側ドグクラッチ３０Ｈとロー側ドグクラッチ３０Ｌとから構成され、各ドグクラッチ３０Ｈ，３０Ｌにはスリーブ３２Ｈ，３２Ｌが設けられるため、ギヤ比の制約がない。すなわち、ハイギヤ段，ローギヤ段の各ギヤ比を自由に設定することができる。さらに、上述した車両１０では、エンジン２及びモータ３の動力を個別に出力可能であるため、ハイロー切替時におけるトルク抜けをモータ３の動力でカバーすることができる。これにより、変速ショックを抑制することができるとともに、ハイロー切替を早急に行う必要性が低くなることから第二ドグクラッチ３０の構成を簡素化することができる。 Further, since 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.
［６．その他］
　上述したクラッチ係合制御の内容は一例であって、上述したものに限られない。例えば、所定距離Ｘを運転モードによらず、アクセル開度ＡＰのみによって変更してもよいし、反対に、アクセル開度ＡＰによらず、運転モードのみによって変更してもよい。あるいは、所定距離Ｘを固定値として予め設定しておいてもよい。少なくとも、クラッチ係合するための回転制御中に、そのクラッチのスリーブを第一方向へ移動させて、ニュートラル位置Ｐｎよりもドグギヤ側に所定距離Ｘだけシフトした係合準備位置Ｐｅｐに待機させておくことで、クラッチ係合時間を短縮できる。なお、上述した三つの運転モード（エコモード，ノーマルモード，スポーツモード）は一例である。 [6. Other]
The content of the above-described clutch engagement control is an example, and is not limited to the above. For example, the predetermined distance X may be changed only by the accelerator opening AP without depending on the operation mode, and conversely, it may be changed only by the operation mode regardless of the accelerator opening AP. Alternatively, the predetermined distance X may be set in advance as a fixed value. At least during rotation control for clutch engagement, the sleeve of the clutch is moved in the first direction, and is kept on standby at the engagement preparation position Pep shifted by the predetermined distance X closer to the dog gear than the neutral position Pn. Thus, the clutch engagement time can be shortened. The above-mentioned three operation modes (eco mode, normal mode, sport mode) are an example.
　上述したトランスアクスル１は一例であって、その構成は上述したものに限られない。例えば、上述したトランスアクスル１では、第二ドグクラッチ３０が入力軸１１及び第一カウンタ軸１５のそれぞれに設けられているが、一方の軸１１，１５に一つの第二ドグクラッチが設けられていてもよい。例えば、入力軸１１に設けられた第二ドグクラッチの軸方向の一側にハイ側のドグギヤを配置し、他側にロー側のドグギヤを配置して、第二ドグクラッチのスリーブが両方のドグギヤと噛み合うように設けられていてもよい。このような構成のトランスアクスルであっても、上述したクラッチ係合制御を適用可能である。 Transaxle 1 mentioned above is an example, and the composition is not restricted to what was mentioned above. For example, in the transaxle 1 described 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. For example, a high-side dog gear is disposed on one side in the axial direction of the second dog clutch provided on the input shaft 11, and a low-side dog gear is disposed on the other side, and the sleeve of the second dog clutch engages with both dog gears. It may be provided. The clutch engagement control described above is applicable even to the transaxle having such a configuration.
　なお、トランスアクスル１に対するエンジン２，モータ３，ジェネレータ４の相対位置は上述したものに限らない。これらの相対位置に応じて、トランスアクスル１内の六つの軸１１～１６の配置を設定すればよい。また、トランスアクスル１内の各軸に設けられるギヤの配置も一例であって、上述したものに限られない。 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. Further, 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.
　また、上述したトランスアクスル１は、ハイギヤ段とローギヤ段とを有し、これらが第二ドグクラッチ３０により切り替えられるが、２段切り替え式のトランスアクスル以外の変速機に用いられるクラッチに対して、上述したクラッチ係合制御を適用してもよい。上述したクラッチ係合制御は、少なくとも一つの回転電機からの動力が伝達される第一軸と、この第一軸に伝達された動力が伝達される第二軸との動力伝達を断接するクラッチを備えた車両に対して適用可能である。なお、クラッチには、第一軸及び第二軸の一方に対して同期回転しかつ軸方向へ移動可能に設けられたスリーブと、第一軸及び第二軸の他方に対して相対回転可能に設けられた被係合ギヤとが設けられていればよく、上述したドグクラッチに限られない。 Moreover, although the transaxle 1 mentioned above has a high gear stage and a low gear stage, and these are switched by the 2nd dog clutch 30, it is mentioned above with respect to the clutch used for transmissions other than a two-stage switching type transaxle. Alternatively, clutch engagement control may be applied. The above-described clutch engagement control connects and disconnects a clutch for connecting and disconnecting power transmission between a first shaft to which power from at least one rotary electric machine is transmitted and a second shaft to which power transmitted to the first shaft is transmitted. It is applicable to the equipped vehicle. The clutch has a sleeve that is synchronously rotated with respect to one of the first shaft and the second shaft and axially movable, and capable of relative rotation with respect to the other of the first shaft and the second shaft. The present invention is not limited to the dog clutch described above as long as the provided engaged gear is provided.
　１　トランスアクスル
　２　エンジン
　３　モータ（電動機，回転電機）
　４　ジェネレータ（発電機，回転電機）
　５　制御装置（クラッチ制御装置）
　５Ｂ　回転制御部
　５Ｃ　スリーブ制御部
　１０　車両
　１１　入力軸（第一軸）
　１１ｄ　ドグギヤ（被係合ギヤ）
　１３　モータ軸（第一軸）
　１５　第一カウンタ軸（第二軸）
　１５ｄ　ドグギヤ（被係合ギヤ）
　１６　第二カウンタ軸（第二軸）
　１６ｄ　ドグギヤ（被係合ギヤ）
　２０　第一ドグクラッチ（クラッチ）
　２２　スリーブ
　３０　第二ドグクラッチ（クラッチ）
　３０Ｈ　ハイ側ドグクラッチ（クラッチ）
　３０Ｌ　ロー側ドグクラッチ（クラッチ）
　３２Ｈ，３２Ｌ　スリーブ
　４１　アクセル開度センサ（アクセル開度検出部）
　５１　第一経路（第一動力伝達経路）
　５２　第二経路（第二動力伝達経路）
　５３　第三経路（第三動力伝達経路）
　ＡＰ　アクセル開度
　Ｐｅ　係合位置
　Ｐｅｐ　係合準備位置
　Ｐｎ　ニュートラル位置（中立位置）
　Ｘ　所定距離 1 Transaxle 2 Engine 3 Motor (Motor, Rotating Electric Machine)
4 Generator (generator, rotating electric machine)
5 Control device (clutch control device)
5B rotation control unit 5C sleeve control unit 10 vehicle 11 input shaft (first shaft)
11d dog gear (engaged gear)
13 Motor shaft (first shaft)
15 First counter axis (second axis)
15d Dog gear (engaged gear)
16 Second counter axis (second axis)
16d dog gear (engaged gear)
20 1st dog clutch (clutch)
22 sleeve 30 second dog clutch (clutch)
30H high side dog clutch (clutch)
30L low side dog clutch (clutch)
32H, 32L sleeve 41 accelerator opening sensor (accelerator opening detector)
51 first path (first power transmission path)
52 Second path (second power transmission path)
53 third path (third power transmission path)
AP accelerator opening Pe engagement position Pep engagement preparation position Pn neutral position (neutral position)
X predetermined distance

Claims (8)

  1. 　少なくとも一つの回転電機からの動力が伝達される第一軸と前記第一軸に伝達された動力が伝達される第二軸との動力伝達を断接するクラッチを備えた車両のクラッチ制御装置であって、
    　前記クラッチには、前記第一軸及び前記第二軸の一方に対して同期回転しかつ軸方向へ移動可能に設けられたスリーブと、前記第一軸及び前記第二軸の他方に対して相対回転可能に設けられた被係合ギヤと、が設けられ、
    　前記クラッチ制御装置は、前記スリーブの回転数と前記被係合ギヤの回転数との回転数差が所定の回転数範囲内となるように前記回転電機を回転同期制御する回転制御部と、
    　予め設定された中立位置に配置されている前記スリーブを前記被係合ギヤに係合させるよう第一方向へ移動させるスリーブ制御部と、を備え、
    　前記スリーブ制御部は、前記回転同期制御中に、前記スリーブを前記第一方向へ移動させて前記中立位置よりも前記被係合ギヤ側に所定距離だけシフトした係合準備位置に待機させる
    ことを特徴とする、クラッチ制御装置。     A clutch control device for a vehicle including a clutch for connecting and disconnecting power transmission between a first shaft to which power from at least one rotary electric machine is transmitted and a second shaft to which power transmitted to the first shaft is transmitted. ,
    In the clutch, a sleeve that is synchronously rotated with respect to one of the first shaft and the second shaft and axially movably provided, and is relative to the other of the first shaft and the second shaft A rotatably mounted engaged gear;
    The clutch control device controls the rotation of the rotating electrical machine in synchronization so that the rotational speed difference between the rotational speed of the sleeve and the rotational speed of the engaged gear is within a predetermined rotational speed range;
    A sleeve control unit for moving the sleeve, which is disposed at a preset neutral position, in a first direction to engage the engaged gear;
    The sleeve control unit moves the sleeve in the first direction during the rotational synchronization control to stand by at the engagement preparation position shifted by a predetermined distance from the neutral position toward the engaged gear. A clutch control device characterized by
  2. 　前記回転制御部は、切断状態にある前記クラッチを係合させる必要がある場合に前記回転同期制御を開始し、
    　前記スリーブ制御部は、前記回転数差が前記所定の回転数範囲内になると前記スリーブを前記係合準備位置から前記第一方向に更に移動させて前記クラッチの係合を完了させる
    ことを特徴とする、請求項１記載のクラッチ制御装置。     The rotation control unit starts the rotation synchronization control when it is necessary to engage the clutch in a disconnected state,
    The sleeve control unit further moves the sleeve in the first direction from the engagement preparation position when the rotational speed difference is within the predetermined rotational speed range to complete the engagement of the clutch. The clutch control device according to claim 1.
  3. 　前記車両には、アクセル開度を検出するアクセル開度検出部が設けられ、
    　前記スリーブ制御部は、前記アクセル開度に応じて前記所定距離を変更する
    ことを特徴とする、請求項１または２記載のクラッチ制御装置。     The vehicle is provided with an accelerator opening detection unit that detects an accelerator opening,
    The clutch control device according to claim 1 or 2, wherein the sleeve control unit changes the predetermined distance in accordance with the accelerator opening degree.
  4. 　前記スリーブ制御部は、前記アクセル開度が大きいほど前記所定距離を長くする
    ことを特徴とする、請求項３記載のクラッチ制御装置。     The clutch control device according to claim 3, wherein the sleeve control unit lengthens the predetermined distance as the accelerator opening degree increases.
  5. 　前記車両には複数の運転モードが設けられており、
    　前記スリーブ制御部は、前記複数の運転モードのうち、前記車両が起動された際に設定されるノーマルモードよりも加速性能を重視した加速モードが設定されている場合には、前記ノーマルモードが設定されている場合よりも、前記所定距離を長くする
    ことを特徴とする、請求項１～４のいずれか１項に記載のクラッチ制御装置。     The vehicle is provided with a plurality of operation modes,
    The sleeve control unit sets the normal mode when an acceleration mode in which acceleration performance is more important than the normal mode set when the vehicle is started is set among the plurality of operation modes. The clutch control device according to any one of claims 1 to 4, characterized in that the predetermined distance is made longer than in the case where it is set.
  6. 　前記車両は、二つの前記回転電機とエンジンとを具備し、一方の前記回転電機の動力を前記車両の駆動輪を駆動する出力軸に伝達する第一動力伝達経路と、前記エンジンの動力を前記出力軸に伝達する第二動力伝達経路と、前記エンジンの動力を他方の前記回転電機に伝達する第三動力伝達経路と、を有するハイブリッド車両であり、
    　前記クラッチは、前記第一動力伝達経路及び前記第二動力伝達経路のそれぞれに介装される
    ことを特徴とする、請求項１～５のいずれか１項に記載のクラッチ制御装置。     The vehicle comprises 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, and the power of the engine A hybrid vehicle comprising: a second power transmission path transmitting to an output shaft; and a third power transmission path transmitting the power of the engine to the other rotating electric machine
    The clutch control device according to any one of claims 1 to 5, wherein the clutch is interposed in each of the first power transmission path and the second power transmission path.
  7. 　前記回転制御部により制御される前記回転電機は、前記他方の回転電機であり、
    　前記第二動力伝達経路には、前記クラッチとして、互いに独立したハイ側クラッチ及びロー側クラッチが介装され、
    　前記回転制御部は、前記ハイ側クラッチ及び前記ロー側クラッチのうちの切断状態にある前記クラッチを係合させる必要がある場合に前記回転同期制御を実施する
    ことを特徴とする、請求項６記載のクラッチ制御装置。     The rotating electric machine controlled by the rotation control unit is the other rotating electric machine,
    A high side clutch and a low side clutch independent of each other are interposed as the clutch in the second power transmission path,
    The said rotation control part implements said rotation synchronous control, when it is necessary to engage the said clutch in the disconnection state of the said high side clutch and the said low side clutch, It is characterized by the above-mentioned. Clutch control device.
  8. 　前記クラッチは噛み合いクラッチである
    ことを特徴とする、請求項１～７のいずれか１項に記載のクラッチ制御装置。     The clutch control device according to any one of claims 1 to 7, wherein the clutch is a meshing clutch.
PCT/JP2018/031966 2017-12-04 2018-08-29 Clutch control device WO2019111460A1 (en)

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