WO2022158537A1 - Dispositif d'entraînement pour véhicule - Google Patents

Dispositif d'entraînement pour véhicule Download PDF

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Publication number
WO2022158537A1
WO2022158537A1 PCT/JP2022/002042 JP2022002042W WO2022158537A1 WO 2022158537 A1 WO2022158537 A1 WO 2022158537A1 JP 2022002042 W JP2022002042 W JP 2022002042W WO 2022158537 A1 WO2022158537 A1 WO 2022158537A1
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WIPO (PCT)
Prior art keywords
clutch
tooth
vehicle
motor
input member
Prior art date
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PCT/JP2022/002042
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English (en)
Japanese (ja)
Inventor
将之 田中
Original Assignee
株式会社アイシン
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Filing date
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Publication of WO2022158537A1 publication Critical patent/WO2022158537A1/fr

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    • 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
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/48—Inputs being a function of acceleration
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • 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
    • F16H63/40—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 comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor

Definitions

  • the present disclosure relates to a vehicular drive system equipped with a power transmission mechanism having a dog clutch and a rotating electrical machine mounted on a vehicle such as an automobile.
  • a vehicle drive device suitable for use in a vehicle one having a rotary electric machine (motor) as a drive source and a stepped transmission mechanism has been widely used.
  • a stepped transmission mechanism for example, one that has a dog clutch and forms a plurality of gear stages by engaging and disengaging the dog clutch is known (see Patent Document 1).
  • the dog clutch which is a dog clutch
  • the coupler is moved in the axial direction when switching the dog clutch from the released state to the engaged state.
  • a vehicle drive device includes a rotating electrical machine having a stator and a rotor, an input member drivingly connected to the rotor of the rotating electrical machine, an output member drivingly connected to a wheel, and the input member.
  • a power transmission mechanism for outputting from the output member the rotation input to the input member when the dog clutch is engaged; the rotating electric machine and the dog clutch; and a control device for controlling the first toothed teeth while the rotating electric machine is rotating when the control device determines that the meshing clutch is switched from the released state to the engaged state while the vehicle is stopped.
  • the rotary electric machine is caused to output a reverse phase torque that cancels out the inertia torque that is generated as the rotation of the rotary electric machine and the input member is decelerated.
  • the rotary electric machine since the dog clutch is engaged while the differential rotation is provided, the tip ends of the toothed teeth are not maintained in contact with each other. You can suppress the occurrence of discrepancies in the time to completion. Further, according to the present vehicle drive system, when the rotation of the rotary electric machine and the input member is decelerated due to the meshing of the dog clutch, the rotary electric machine outputs torque in the opposite phase so as to cancel the inertia torque. It is also possible to suppress the occurrence of vehicle shock due to
  • FIG. 1 is a schematic diagram showing a skeleton of a vehicle drive system according to a first embodiment
  • FIG. FIG. 4 is a schematic diagram showing the first clutch in a disengaged state
  • FIG. 4 is a schematic diagram showing the first clutch in an engaged state
  • 4 is a flow chart showing a processing procedure in engagement operation of the first clutch in the vehicle drive system according to the first embodiment
  • 4 is a time chart showing the state of each part in the engagement operation of the first clutch in the vehicle drive system according to the first embodiment
  • FIG. 10 is a flow chart showing a processing procedure in the engagement operation of the first clutch in the vehicle drive system according to the second embodiment
  • FIG. FIG. 9 is a time chart showing the state of each part in the engagement operation of the first clutch in the vehicle drive system according to the second embodiment
  • FIG. 1A An electric vehicle 1, which is an example of a vehicle equipped with a vehicle drive system according to the present embodiment, will be described along FIG. 1A.
  • the electric vehicle 1 is a so-called FF (front engine/front drive) type.
  • the electric vehicle 1 is not limited to the FF type, and may be the FR (front engine/rear drive) type.
  • Drive connection refers to a state in which the rotary elements are connected to each other so as to be able to transmit driving force. It is used as a concept that includes a state in which the driving force is connected to each other.
  • the electric vehicle 1 includes a vehicle driving device 2 , front wheels 70 that are an example of wheels, and a braking device 71 .
  • the vehicle drive device 2 includes a motor (M/G) 3 as a rotating electrical machine (motor generator) that is an example of a drive source, an automatic transmission (A/T) 4 that is an example of a power transmission mechanism, and an ECU ( control device) 5 and a hydraulic control device (V/B) 6.
  • the electric vehicle 1 also includes an inverter 7 and a battery 8 .
  • the motor 3 has a stator and rotor (not shown) and is connected to the battery 8 via the inverter 7 .
  • the rotor is drivingly connected to the rotating shaft 3a. Electric power output from the battery 8 is supplied to the motor 3 via the inverter 7, thereby driving the rotor of the motor 3 and the rotating shaft 3a. Further, by idling the rotor of the motor 3 and the rotating shaft 3a during coasting, it is possible to generate electric power and charge the battery 8 .
  • the braking device 71 is, for example, a friction braking device such as a hydraulic brake, and is provided on the axle 61 of the front wheel 70 so as to brake the rotational speed of the front wheel 70 and generate braking torque.
  • the brake device 71 is not limited to a hydraulic brake, and may be a device that brakes rear wheels (not shown) instead of braking the front wheels 70 .
  • the automatic transmission 4 includes an input shaft 40, which is an example of an input member drivingly connected to the rotating shaft 3a of the motor 3, an output shaft 50, which is an example of an output member drivingly connected to the front wheels 70, and an example of a dog clutch. , an actuator 59 that engages and disengages the first clutch C1, a second clutch C2 that is a friction clutch, and a differential portion 60. These devices are integrated and housed in a transmission case. It is The automatic transmission 4 changes the speed of the rotation input to the input shaft 40 and outputs it from the output shaft 50 when forming a gear stage. That is, the automatic transmission 4 outputs the rotation input to the input shaft 40 from the output shaft 50 when the first clutch C1 is engaged.
  • the friction clutch which is the second clutch C2
  • a first counter gear 41 and a second counter gear 42 having a larger diameter than the first counter gear 41 are provided on the input shaft 40 so as to rotate integrally with the input shaft 40 .
  • the output shaft 50 is arranged parallel to the input shaft 40, and the first driven gear 51 meshing with the first counter gear 41 and the second driven gear 52 meshing with the second counter gear 42 rotate relatively coaxially with the output shaft 50. provided as possible. Further, an output gear 53 is provided on the output shaft 50 so as to rotate integrally with the output shaft 50 .
  • the first clutch C1 includes an outer spline 54s provided to rotate integrally with the output shaft 50, an outer spline 51s formed on the first driven gear 51 adjacent to the outer spline 54s, and a second clutch C1 adjacent to the outer spline 54s.
  • An outer spline 52s formed on the second driven gear 52 and a switching sleeve 55 provided on the outer peripheral side of the outer spline 54s are provided.
  • the outer splines 51s, 52s, and 54s have the same outer diameter.
  • the switching sleeve 55 has a sleeve-like shape, and has an inner spline 55s (see FIG.
  • the switching sleeve 55 is, for example, moved (stroked) via a fork by being driven by an electric actuator 59, which is an example of a drive unit.
  • the actuator 59 is not limited to one that is electrically driven, and may be one that is hydraulically driven.
  • the mechanism for moving the switching sleeve 55 is not limited to such an actuator, and any known appropriate mechanism can be applied.
  • the outer spline 51s formed on the first driven gear 51 has a plurality of spline teeth 51t, which are an example of first toothed teeth, provided in parallel along the axial direction.
  • Each spline tooth 51t has a distal end portion 51e that is inclined, for example, by about 45° with respect to the axial direction.
  • the inner spline 55s formed on the switching sleeve 55 has a plurality of spline teeth 55t, which are an example of second protruding teeth, provided in parallel along the axial direction.
  • Each spline tooth 55t has a distal end portion 55e that is inclined, for example, by about 45° with respect to the axial direction.
  • the outer spline 51s and the inner spline 55s are switched from the released state shown in FIG. 1B to the engaged state shown in FIG. 55e enters and engages between spline teeth 51t.
  • the position where the actuator 59 completes the engagement of the spline teeth 51t and the spline teeth 55t is defined as the engagement completion position.
  • the relationship between the outer spline 52s and the inner spline 55s formed on the second driven gear 52 is similarly configured. That is, the actuator 59 strokes at least one of the spline teeth 51t and the spline teeth 55t in the disengagement direction.
  • the switching sleeve 55 moves to connect the output shaft 50 and the first driven gear 51 to form the first gear (see FIG. 1C), and to connect the output shaft 50 and the second driven gear 52. It is possible to switch between three states: a state in which two gears are formed, and a neutral state (see FIG. 1B) as a disengaged state in which neither is coupled.
  • the switching sleeve 55 when the switching sleeve 55 is moved from the neutral state to the first driven gear 51 side, the inner spline 55s of the switching sleeve 55 straddles the outer spline 54s and the outer spline 51s of the first driven gear 51. Then, the switching sleeve 55 connects the output shaft 50 and the first driven gear 51 to form a low speed step formation state. Thereby, the rotation of the input shaft 40 is transmitted to the output shaft 50 via the first counter gear 41 , the first driven gear 51 and the switching sleeve 55 .
  • the switching sleeve 55 when the switching sleeve 55 is moved from the neutral state toward the second driven gear 52, the inner spline 55s of the switching sleeve 55 straddles the outer spline 54s and the outer spline 52s of the second driven gear 52. , and the switching sleeve 55 connects the output shaft 50 and the second driven gear 52 to form a high-speed stage formation state. Thereby, the rotation of the input shaft 40 is transmitted to the output shaft 50 via the second counter gear 42 , the second driven gear 52 and the switching sleeve 55 .
  • the first clutch C1 has spline teeth 51t drivingly connected to the input shaft 40 and spline teeth 55t drivingly connected to the output shaft 50, and the input shaft is driven by disengaging the spline teeth 51t and the spline teeth 55t.
  • the power transmission path between 40 and output shaft 50 is connected or disconnected.
  • the gear ratio of each part is set so that the speed is reduced more greatly when the low-speed stage is formed than when the high-speed stage is formed.
  • the second clutch C2 is a friction clutch that is engaged and disengaged by supplying and discharging engagement pressure to the hydraulic servo 58, for example, a multi-plate clutch. 2 and an inner friction plate 57 drivingly connected to the driven gear 52 .
  • a multi-plate clutch for example, a multi-plate clutch. 2 and an inner friction plate 57 drivingly connected to the driven gear 52 .
  • the present invention is not limited to this, and a single-plate clutch or the like may be applied.
  • Engagement pressure is supplied from the hydraulic control device 6 to the oil chamber of the hydraulic servo 58 to engage the second clutch C2, whereby the second driven gear 52 and the output shaft 50 are driven and connected to form a high-speed stage forming state.
  • the rotation of the input shaft 40 is transmitted to the output shaft 50 via the second counter gear 42, the second driven gear 52, and the second clutch C2.
  • the second driven gear 52 and the output shaft 50 are provided so as to be drive-coupled with either the first clutch C1 or the second clutch C2. Therefore, when forming the second gear, the second clutch C2 is used when the second driven gear 52 and the output shaft 50 are engaged while sliding, and the first clutch C1 is used after the engagement. Therefore, power consumption can be reduced as compared with the case where only the second clutch C2 is used.
  • the first clutch C1 is engaged toward the first driven gear 51 and the second clutch C2 is disengaged. Further, when the second speed, which is a higher speed than the first speed, is to be established, the first clutch C1 is put into the neutral state and the second clutch C2 is put into the engaged state, or the first clutch C1 is put into the engaged state. It is possible to select two systems to engage the second driven gear 52 side.
  • the switching sleeve 55, the outer splines 54s, and the outer splines 51s are released, and the switching sleeve 55, the outer splines 54s, and the outer splines 52s are brought into engagement.
  • the second speed stage can also be formed by the first clutch C1, but the invention is not limited to this. It is sufficient that they are driven and connected.
  • the first clutch C1 can be engaged only when forming the first gear.
  • the differential section 60 is drivingly connected to an axle 61 arranged on an axis parallel to the output shaft 50 .
  • the differential portion 60 includes a differential ring gear 62 meshed with the output gear 53 of the output shaft 50, and the differential ring gear 62 transmits rotation from the differential case to the axle 61 via pinion gears, side gears, and the like. As a result, the rotation of the output shaft 50 is decelerated by the differential portion 60 , and the rotation is transmitted while absorbing the differential rotation between the left and right front wheels 70 .
  • the hydraulic control device 6 is composed of, for example, a valve body, and has a primary regulator valve (not shown) that generates line pressure or the like from hydraulic pressure supplied from a mechanical oil pump (not shown) or an electric oil pump (not shown). Hydraulic pressure can be supplied and discharged to each part based on the control signal from.
  • the hydraulic control device 6 controls the second clutch C2 by supplying and discharging hydraulic pressure to and from the hydraulic servo 58 of the second clutch C2 based on control signals from the ECU 5 .
  • the ECU 5 can freely command-control the motor 3 and the first clutch C1, and electronically control the hydraulic control device 6. That is, the ECU 5 can change the engagement state of the first clutch C1 by controlling the actuator 59, and can change the engagement state of the second clutch C2 by controlling the engagement pressure via the hydraulic control device 6. Can change state.
  • the electric vehicle 1 is also provided with an accelerator pedal 72 and a brake pedal 73, which are connected to the ECU 5, respectively.
  • the ECU 5 acquires the amount of depression of the accelerator pedal 72 as an accelerator opening signal, and acquires the amount of depression of the brake pedal 73 as a brake signal.
  • the vehicle drive device 2 is provided with a rotation speed sensor 9 which is an example of an acceleration detection unit that detects the rotation acceleration of the input shaft 40 .
  • the ECU 5 is connected to a rotation speed sensor 9, acquires a detection value of the rotation speed sensor 9 as an input rotation speed, and can obtain an input rotation acceleration by differentiating the input rotation speed.
  • the vehicle is designed so that the first clutch C1 is engaged with the first driven gear 51 even when the shift lever is in the parking range or the neutral range while the vehicle is stopped.
  • the stopped electric vehicle 1 enters the neutral state is, for example, when the vehicle is stopped during the switching operation of the first clutch C1, such as when the vehicle stops due to sudden braking during gear shifting during running. is mentioned.
  • the specification is not limited to that the first clutch C1 is engaged with the first driven gear 51 side, and the shift lever is in the parking range while the vehicle is stopped.
  • the specification may be such that the first clutch C1 is released when the vehicle is in the neutral range. In this case, the first clutch C1 is released because the shift lever is in the parking range or the neutral range while the vehicle is stopped.
  • step S1 the electric vehicle 1 is stopped and the first clutch C1 is released (t0 in FIG. 3).
  • the ECU 5 determines whether or not the brake signal to the brake device 71 is ON (step S1). When the ECU 5 determines that the brake signal is not ON (NO in step S1), it makes a determination again (step S1).
  • the brake pedal 73 when the brake pedal 73 is stepped on, the shift lever is switched from, for example, the parking range to the drive range to prepare for starting, so a brake signal from the brake pedal 73 is detected.
  • the brake signal to be detected is not limited to the brake signal from the brake pedal 73 .
  • the first clutch C1 when the ignition is turned on without stepping on the brake pedal 73 when the vehicle is stopped in the parking range, the first clutch C1 is detected to be in the released state, thereby switching the first clutch C1 to the first driven gear 51 side. is engaged, the brake pedal 73 is not operated, so a brake signal to a parking brake, which is an example of a brake device, may be detected.
  • the brake signal output from the ECU 5 for activating the automatic brake is detected. can be
  • step S2 determines engagement to switch the first clutch C1 from the neutral state to the engagement state toward the first driven gear 51 side. Then, the rotation speed of the motor 3 is accelerated by rotation speed control (step S2, t2-t3 in FIG. 3). The ECU 5 determines whether or not the rotation speed of the motor 3 has reached the first predetermined rotation speed N1 (step S3). When the ECU 5 determines that the rotation speed of the motor 3 has not reached the first predetermined rotation speed N1 (NO in step S3), the acceleration of the rotation speed of the motor 3 is continued (step S2).
  • step S4 determines whether or not the rotation speed of the motor 3 has reached the second predetermined rotation speed N2 (step S5).
  • step S5 determines whether or not the rotation speed of the motor 3 has reached the second predetermined rotation speed N2 (NO in step S5).
  • step S5 When the ECU 5 determines that the rotation speed of the motor 3 has reached the second predetermined rotation speed N2 (YES in step S5, t4 in FIG. 3), the ECU 5 releases the first clutch C1 from the released state to the first driven gear 51 side.
  • the target stroke position command value for instructing the actuator 59 is stepped up to the engagement start position where the spline teeth 51t and 55t start meshing (step S6, FIG. 3). t4-t5).
  • the ECU 5 determines whether or not the spline tooth 51t has reached the engagement start position (step S7).
  • step S6 When the ECU 5 determines that the spline tooth 51t has not reached the engagement start position (NO in step S7), it continues to output the target command value (step S6).
  • the target command value of the stroke position to be commanded to the actuator 59 is swept up to the engagement completion position ( Step S8, t5-t6 in FIG. 3). That is, the ECU 5 determines that the speed at which at least one of the spline teeth 51t and 55t is stroked in the disengagement direction when switching the first clutch C1 from the disengaged state to the engagement state of the spline teeth 51t and 55t.
  • the actuator 59 is controlled so that the spline teeth 51t and the spline teeth 55t reach the position at which meshing starts later than before reaching the position at which the engagement of the spline teeth 51t and 55t is started.
  • the ECU 5 determines whether or not the input rotational speed has changed rapidly (step S9).
  • the ECU 5 determines whether or not the input rotation speed has changed abruptly based on the detection value of the rotation speed sensor 9 . That is, the ECU 5 determines that the spline teeth 51t and 55t have started meshing when the rotational speed sensor 9 detects a change in the rotational acceleration of the input shaft 40 .
  • step S9 When the ECU 5 determines that the input rotational speed has changed abruptly (YES in step S9), it causes the motor 3 to output reverse phase torque (step S10, t5 in FIG. 3). That is, the ECU 5 strokes the spline teeth 55t to approach the spline teeth 51t while the motor 3 is rotating. 3 and input shaft 40 slow down. At this time, the ECU 5 causes the motor 3 to output a reverse phase torque that cancels out the inertia torque that occurs as the rotation of the motor 3 and the input shaft 40 decelerates. This suppresses the generation of output torque due to the driving force from the motor 3 being transmitted as inertia torque due to the engagement of the first clutch C1, and reduces the shock caused by the inertia torque. can be done.
  • the ECU 5 controls the torque of the motor 3 to be less than the predetermined torque after outputting the torque of the opposite phase from the motor 3 .
  • the predetermined torque here is a torque of a magnitude that can engage the first clutch C1 to the engagement completion position, and is the maximum output that can be generated by the actuator 59, the angle of the tip portion 51e of the spline tooth 51t, and the frictional force. It is set in consideration of coefficients and their individual differences. Note that, in the present embodiment, the torque less than the predetermined torque is set to 0 Nm as an example.
  • the ECU 5 determines whether or not the spline tooth 55t has reached the engagement completion position (step S11).
  • the ECU 5 determines whether or not the spline teeth 55t have reached the engagement completion position, for example, based on a timer that determines whether or not a predetermined period of time has elapsed since the differential rotation of the first clutch C1 was lost. Alternatively, a sensor that detects the position of the switching sleeve 55 may be used.
  • step S11 When the ECU 5 determines that the spline tooth 55t has not reached the engagement completion position (NO in step S11), the sweep-like increase of the target command value of the actuator 59 is continued (step S8, t5 in FIG. 3). -t6).
  • step S9 when the ECU 5 determines that the input rotation speed has not changed rapidly (NO in step S9), the spline teeth 55t do not output the opposite phase torque from the motor 3, and the spline teeth 55t reach the engagement completion position. is reached (step S11).
  • the ECU 5 causes the brake device 71 or the parking brake to generate a braking force until the first clutch C1 is switched from the released state to the engaged state while the vehicle is stopped.
  • the ECU 5 determines that the first clutch C1 is switched from the released state to the engaged state toward the first driven gear 51 while the vehicle is stopped, Then, while the motor 3 is rotating, the spline teeth 51t and the spline teeth 55t are stroked to approach each other. Then, when the spline teeth 51t and the spline teeth 55t are meshed and the input shaft 40 and the output shaft 50 are engaged with each other and the rotation of the motor 3 and the input shaft 40 is decelerated, the ECU 5 rotates the motor 3 and the input shaft from the motor 3. A reverse phase torque that cancels out the inertia torque that occurs with the deceleration of the rotation of 40 is output.
  • the vehicle drive device 2 of the present embodiment when the engagement determination is made while the vehicle is stopped, the spline teeth 51t and the spline teeth 55t are stroked to approach each other while the motor 3 is rotating. Therefore, the time required for engagement of the first clutch C1 is longer than when the rotation is started when the tip end portion 51e of the spline tooth 51t and the tip end portion 54e of the spline tooth 55t are in contact with each other in the axial direction and do not mesh with each other. can be shortened. Therefore, it is possible to suppress the occurrence of a difference in the time until the engagement is completed when the first clutch C1 is engaged.
  • the ECU 5 controls the rotational acceleration of the input shaft 40 by the motor 3 so as to be constant after determining the engagement when the vehicle is stopped, and the rotational acceleration of the input shaft 40 is input by the rotational speed sensor 9.
  • a change in rotational acceleration of the shaft 40 it is determined that the spline teeth 51t and 55t have started meshing, and the motor 3 outputs a torque of opposite phase. Therefore, it is possible to quickly determine that the spline teeth 51t and 55t have started meshing with a simple configuration.
  • the motor 3 is driven to the engagement completion position by the predetermined torque and the actuator 59 in the present embodiment.
  • the torque is controlled to be less than the torque that can engage C1. Therefore, after the torque of the opposite phase is output from the motor 3, the first clutch C1 can be quickly and reliably engaged.
  • the target command value of the stroke position to be instructed to the actuator 59 is set to the engagement of the spline teeth 51t and the spline teeth 55t. Step up to the starting position. After the spline teeth 51t and 55t reach the engagement start position, the ECU 5 sweeps up the stroke position target command value to the actuator 59 to the engagement completion position. That is, the ECU 5 determines that the speed at which at least one of the spline teeth 51t and 55t is stroked in the disengagement direction when switching the first clutch C1 from the disengaged state to the engagement state of the spline teeth 51t and 55t.
  • the actuator 59 is controlled so that the spline teeth 51t and the spline teeth 55t reach the position at which meshing starts later than before reaching the position at which the engagement of the spline teeth 51t and 55t is started.
  • the ECU 5 causes the braking device 71 or the parking brake to generate braking force until the first clutch C1 switches from the released state to the engaged state while the vehicle is stopped. Therefore, since the engagement is completed while the braking force is being applied, it is possible to further reduce the shock caused by the inertia torque when the first clutch C1 is engaged.
  • the ECU 5 determines engagement when the vehicle is stopped and the brake signal to the brake device 71 is turned on. Therefore, it is possible to improve the responsiveness as compared with the case where the engagement determination is made after the accelerator opening signal is turned on.
  • the engagement determination is made when the brake signal is turned on.
  • the present invention is not limited to this. Engagement determination may be made according to other conditions such as the ON state of the accelerator opening signal.
  • the electric vehicle 1 in which the motor 3 is used as a drive source has been described as an example of the vehicle, but the vehicle is not limited to this.
  • the vehicle may be a hybrid vehicle equipped with an engine and a motor as drive sources, that is, any vehicle drive device that utilizes a dog clutch that connects and disconnects a power transmission path between a rotating electric machine and wheels. It may be mounted on such a vehicle.
  • FIG. 5 After the brake signal is turned on, the input rotation speed increases and after reaching the third predetermined rotation speed N3, it remains constant. and have different configurations. However, since other configurations are the same as those of the first embodiment, the same reference numerals are used and detailed description thereof is omitted.
  • steps S1 to S2 (t0 to t2 in FIG. 5) shown in FIG. 4 are the same as those in the first embodiment, the subsequent steps will be described.
  • the ECU 5 determines whether or not the rotation speed of the motor 3 has reached the third predetermined rotation speed N3 (step S13). When the ECU 5 determines that the rotation speed of the motor 3 has not reached the third predetermined rotation speed N3 (NO in step S13), the acceleration of the rotation speed of the motor 3 is continued (step S2).
  • the ECU 5 determines that the rotation speed of the motor 3 has reached the third predetermined rotation speed N3 (YES in step S13, t13 in FIG. 5), the rotation speed of the motor 3 is maintained at the third predetermined rotation speed N3. Then, the motor torque is output (t13-t5 in FIG. 5). At this time, since the input rotational speed is constant, the input rotational acceleration is zero.
  • the ECU 5 sets the target stroke position command value to the actuator 59 so that the first clutch C1 is switched from the disengaged state to the engaged state toward the first driven gear 51, and the spline teeth 51t and 55t start meshing. stepped up to the engaging start position (step S6, t14 in FIG. 5). After that, steps S6 to S11 (t14 to t6 in FIG. 5) shown in FIG. 4 are the same as in the first embodiment, so detailed description thereof will be omitted.
  • the ECU 5 determines that the first clutch C1 is switched from the released state to the engaged state toward the first driven gear 51 while the vehicle is stopped, Then, while the motor 3 is rotating, the spline teeth 51t and the spline teeth 55t are stroked to approach each other. Then, when the spline teeth 51t and the spline teeth 55t are meshed and the input shaft 40 and the output shaft 50 are engaged with each other and the rotation of the motor 3 and the input shaft 40 is decelerated, the ECU 5 rotates the motor 3 and the input shaft from the motor 3. A reverse phase torque that cancels out the inertia torque that occurs with the deceleration of the rotation of 40 is output.
  • the vehicle drive device 2 of the present embodiment when the engagement determination is made while the vehicle is stopped, the spline teeth 51t and the spline teeth 55t are stroked to approach each other while the motor 3 is rotating. Therefore, the time required for engagement of the first clutch C1 is longer than when the rotation is started when the tip end portion 51e of the spline tooth 51t and the tip end portion 54e of the spline tooth 55t are in contact with each other in the axial direction and do not mesh with each other. can be shortened.
  • the ECU 5 accelerates the rotation speed of the motor 3 to the third predetermined rotation speed N3 and then starts engagement of the first clutch C1 without decelerating it. . Therefore, the responsiveness can be improved compared to the case where the engagement of the first clutch C1 is started after the rotation speed of the motor 3 is reduced from the third predetermined rotation speed N3 to the predetermined rotation speed.
  • a vehicle drive system according to the present disclosure can be applied to, for example, a vehicle drive system equipped with a power transmission mechanism having a dog clutch and a rotating electric machine mounted in a vehicle such as an automobile.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L'invention fournit un embrayage à engrenages qui comprend de premières dents en saillie couplées par entraînement à un arbre d'entrée et de secondes dents en saillie couplées par entraînement à un arbre de sortie et qui coupe une voie de transmission de puissance entre l'arbre d'entrée et l'arbre de sortie par désaccouplement des premières dents en saillie et des secondes dents en saillie l'une de l'autre. L'invention fournit également une ECU qui, lors de la réalisation d'une détermination de mise en prise pour changer un premier embrayage d'un état débrayé à un état embrayé pendant qu'un véhicule est arrêté, frappe les premières dents en saillie et les secondes dents en saillie tout en faisant tourner un moteur pour amener les premières dents en saillie et les secondes dents en saillie à proximité l'une de l'autre. Lorsque les premières dents en saillie et les secondes dents en saillie s'engrènent l'une avec l'autre et que l'arbre d'entrée et l'arbre de sortie viennent en prise l'un avec l'autre et qu'en conséquence, les rotations du moteur et de l'arbre d'entrée sont décélérées, l'ECU amène le moteur à délivrer en sortie un couple en opposition de phase qui annule le couple d'inertie généré avec la décélération des rotations du moteur et de l'arbre d'entrée.
PCT/JP2022/002042 2021-01-21 2022-01-20 Dispositif d'entraînement pour véhicule WO2022158537A1 (fr)

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JP2021-008290 2021-01-21
JP2021008290 2021-01-21

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06319211A (ja) * 1993-02-18 1994-11-15 Steyr Daimler Puch Ag 電気自動車用駆動装置
JP2006038136A (ja) * 2004-07-28 2006-02-09 Toyota Motor Corp 駆動装置
JP2016515688A (ja) * 2013-04-05 2016-05-30 ルノー エス．ア．エス． ギアボックスの静止クラッチングを制御する方法
JP2020148325A (ja) * 2019-03-15 2020-09-17 アイシン・エィ・ダブリュ株式会社 車両用駆動装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06319211A (ja) * 1993-02-18 1994-11-15 Steyr Daimler Puch Ag 電気自動車用駆動装置
JP2006038136A (ja) * 2004-07-28 2006-02-09 Toyota Motor Corp 駆動装置
JP2016515688A (ja) * 2013-04-05 2016-05-30 ルノー エス．ア．エス． ギアボックスの静止クラッチングを制御する方法
JP2020148325A (ja) * 2019-03-15 2020-09-17 アイシン・エィ・ダブリュ株式会社 車両用駆動装置

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