JP5978961B2 - VEHICLE DRIVE CONTROL DEVICE AND CONTROL METHOD FOR VEHICLE DRIVE DEVICE - Google Patents

Description

  The present invention relates to a vehicle drive control device and a vehicle drive device control method in a vehicle in which wheels are driven by an engine and an electric motor.

There has been a conventional technique related to a drive control device for a hybrid vehicle in which wheels are driven by an engine and an electric motor (see, for example, Patent Document 1). In the hybrid vehicle described in Patent Document 1, an engine, an electric motor, and a transmission are connected in series to enable traveling using both the engine and the electric motor.
In a hybrid vehicle as described in Patent Document 1, for example, when the vehicle starts from a stopped state, the wheels are driven by an electric motor, and when the vehicle accelerates while traveling, the engine is not connected between the electric motor and the electric motor. The clutch mechanism arranged in the motor is connected, and the wheel drive by the electric motor is assisted by the engine.

  In the drive control device described in Patent Document 1, in order to control the operation stroke of the first clutch interposed between the engine and the electric motor, the rotational speed control motor torque command value and the first clutch stroke are controlled. From the measured value, the torque capacity characteristic over the entire stroke of the first clutch is linearly corrected. As a result, in the first clutch disposed between the engine and the electric motor, even when the clutch disk is worn, the first clutch torque capacity command value can be corrected, resulting from the wear of the clutch disk. It is also possible to cope with a change in torque capacity with respect to the stroke amount of the first clutch.

JP 2010-202153 A (pages 14 to 19, FIG. 9 and FIG. 15)

However, in the above-described drive control device according to the prior art, it is necessary to provide a stroke sensor in the first clutch in order to detect the stroke amount of the first clutch. Therefore, there has been a problem that the cost of the drive control device is increased by providing the stroke sensor. In addition, it is inevitable that the entire drive control device is enlarged to attach the stroke sensor and the assembly process is complicated.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a small and low-cost vehicle drive control device and a vehicle drive device control method.

  In order to solve the above-described problem, the configuration of the vehicle drive control device according to claim 1 includes an engine that drives a wheel, an electric motor that is provided in series between the engine and the wheel, and an engine. By controlling the solenoid current that flows between the clutch mechanism that is provided between the electric motor and that operates according to the amount of hydraulic oil that is supplied and that is connected between the engine and the wheels, and that is connected to the clutch mechanism. An electromagnetic valve that adjusts the amount of hydraulic oil to the clutch mechanism, an engine rotation sensor that detects the rotation speed of the engine, a motor rotation sensor that detects the rotation speed of the electric motor, and a current sensor that detects the current flowing through the solenoid A controller for controlling the operation of the clutch mechanism based on the detection values of the engine rotation sensor, the motor rotation sensor, and the current sensor; The controller determines whether the clutch mechanism is effective based on the transmission torque of the clutch mechanism obtained by subtracting the product of the engine speed change and the engine inertia from the estimated engine torque value obtained from the engine speed. The amount of friction material contained in the clutch mechanism is calculated by calculating the actual stroke amount of the clutch mechanism from the solenoid current and subtracting the effective stroke amount from the actual stroke amount. The operation of the clutch mechanism is controlled based on the amount of wear.

  According to a second aspect of the present invention, in the vehicle drive control device according to the first aspect, the controller calculates an estimated stroke time required from the start of operation of the clutch mechanism to the completion of the operation based on the amount of wear, and the estimated stroke If the time differs by a predetermined amount with respect to the proper operating time of the clutch mechanism required by the vehicle, the solenoid current is changed.

  According to a third aspect of the present invention, in the vehicle drive control device according to the first aspect, the controller calculates an estimated stroke time required from the start of operation of the clutch mechanism to the completion of the operation based on the wear amount, and the estimated stroke When the time differs by a predetermined amount with respect to the proper operation time of the clutch mechanism required by the vehicle, the operation start time of the clutch mechanism after the next time is changed.

  According to a fourth aspect of the present invention, in the vehicle drive control device according to the second aspect, the controller controls the operation of the clutch mechanism from the disconnected state to the connected state based on the wear amount, and the estimated stroke time is determined. If the operating time is longer than the proper operating time or longer than the proper operating time, the solenoid current is increased.

  According to a fifth aspect of the present invention, in the vehicle drive control device according to the third aspect, the controller controls the operation of the clutch mechanism from the disconnected state to the connected state based on the wear amount, and the estimated stroke time is determined. When the operation time is longer than the proper operation time or longer than the proper operation time, the start of operation of the clutch mechanism after the next time is advanced.

  The configuration of the invention according to claim 6 is the vehicle drive control device according to any one of claims 1 to 5, wherein the controller has a wear amount greater than or equal to a predetermined abnormality determination value or larger than the abnormality determination value. The operation of the clutch mechanism is stopped.

  According to a seventh aspect of the present invention, there is provided a vehicular drive apparatus including an engine for driving wheels, an electric motor arranged in series between the engine and the wheels, and an engine. An electromagnetic motor that is arranged between the electric motor and that connects / disconnects between the engine and the wheel, and that is connected to the clutch mechanism and controls the solenoid current flowing through the solenoid, thereby adjusting the amount of hydraulic oil to the clutch mechanism. A valve, an engine rotation sensor for detecting the rotation speed of the engine, a motor rotation sensor for detecting the rotation speed of the electric motor, and a current sensor for detecting a current flowing through the solenoid are provided, which are obtained from the rotation speed of the engine. Subtract the product of the engine speed change and the engine inertia from the estimated torque of the engine to obtain the transmission torque of the clutch mechanism. A transmission torque calculating step, an effective stroke amount calculating step for detecting an effective stroke amount of the clutch mechanism based on the transmission torque, and an actual stroke amount calculating step for calculating an actual stroke amount of the clutch mechanism from a solenoid current; A wear amount calculating step for calculating a wear amount of a friction material included in the clutch mechanism by subtracting an effective stroke amount from an actual stroke amount; and a clutch operation control step for controlling the operation of the clutch mechanism based on the wear amount. It is to have.

  According to the vehicle drive control device of the first aspect, the controller subtracts the product of the engine rotational speed change and the engine inertia from the engine torque estimated value obtained from the engine rotational speed to obtain the clutch mechanism. By obtaining the transmission torque, detecting the effective stroke amount of the clutch mechanism based on the transmission torque, calculating the actual stroke amount of the clutch mechanism from the solenoid current, and subtracting the effective stroke amount from the actual stroke amount The wear amount of the friction material included in the clutch mechanism is calculated, and the operation of the clutch mechanism is controlled based on the wear amount. Accordingly, the operation of the vehicle drive system can be controlled in consideration of the wear amount of the friction material without providing a stroke sensor in the clutch mechanism. Therefore, it is possible to provide a small and low-cost vehicle drive control device and improve the operation feeling of the drive system.

  According to the vehicle drive control device of the second aspect, when the estimated stroke time differs by a predetermined amount with respect to the proper operation time of the clutch mechanism required by the vehicle, by always changing the solenoid current, The estimated stroke time of the clutch mechanism can be within a predetermined range with respect to an appropriate operation time, and a drive system having a good operation feeling can be obtained.

  According to the vehicle drive control device of the third aspect, when the estimated stroke time differs by a predetermined amount with respect to the proper operation time of the clutch mechanism required by the vehicle, the operation start time of the clutch mechanism after the next time is determined. By changing the timing, the timing for completing the stroke of the clutch mechanism can be made appropriate, and a drive system with a good operating feeling can be obtained.

  According to the vehicle drive control device of the fourth aspect of the present invention, the operation of the clutch mechanism from the disconnected state to the connected state is controlled based on the wear amount, and the estimated stroke time is equal to or longer than the appropriate operating time or the appropriate operating time. If it is longer, the solenoid current is increased to prevent the time required for connecting the clutch mechanism from becoming longer than a certain time with respect to the synchronous time of the rotational speed of the engine and the electric motor. Feeling can be improved.

  According to the vehicle drive control device of the fifth aspect, the operation of the clutch mechanism from the disconnected state to the connected state is controlled based on the amount of wear, and the estimated stroke time is equal to or longer than the appropriate operating time or the appropriate operating time. If it is longer, the start time of the clutch mechanism from the next time is advanced, so that the time required for connecting the clutch mechanism is not extended with respect to the synchronous time of the rotational speed of the engine and the electric motor. Feeling can be improved.

  According to the vehicle drive control device of the sixth aspect, when the amount of wear is equal to or greater than the predetermined abnormality determination value or larger than the abnormality determination value, the excessive wear amount of the friction material is stopped by stopping the operation of the clutch mechanism. It is possible to prevent malfunction of the drive system due to the above.

  According to the vehicle drive device control method of the seventh aspect, the product of the engine rotational speed change and the engine inertia is subtracted from the engine torque estimated value obtained from the engine rotational speed to transmit the clutch mechanism. A transmission torque calculation step for obtaining torque, an effective stroke amount calculation step for detecting an effective stroke amount of the clutch mechanism based on the transmission torque, and an actual stroke amount calculation step for calculating the actual stroke amount of the clutch mechanism from the solenoid current And a wear amount calculating step for calculating the wear amount of the friction material included in the clutch mechanism by subtracting an effective stroke amount from the actual stroke amount, and a clutch operation control for controlling the operation of the clutch mechanism based on the wear amount. A stroke sensor in the clutch mechanism. Rukoto no, it is possible to control the operation of the vehicle drive device in consideration of the wear amount of the friction material. Therefore, the vehicle drive device can be reduced in size and cost, and the operation feeling can be improved.

1 is a drive system diagram including a vehicle drive control device according to Embodiment 1 of the present invention; Schematic diagram showing the clutch device shown in FIG. 1 and a hydraulic circuit for operating the clutch device The figure which showed the connection state of the clutch apparatus represented to FIG. Control block diagram of hybrid ECU included in vehicle drive control device The figure which showed the transmission torque-clutch stroke amount characteristic map used for operation control of a clutch device Diagram showing solenoid current-clutch stroke amount characteristics map The figure which shows the clutch stroke time-clutch stroke amount characteristic map The figure which showed the main flowchart showing the control method by hybrid ECU The figure which showed the flowchart which concerns on the clutch abrasion amount calculation process represented to FIG. The figure which showed the flowchart which concerns on the solenoid electric current command value Js setting process represented to FIG. The figure which showed the flowchart which concerns on the clutch wear abnormality determination process by Embodiment 2.

<Embodiment 1>
Based on FIG. 1 thru | or FIG. 10, the vehicle drive control apparatus 1 by Embodiment 1 of this invention and its control method are demonstrated.
FIG. 1 schematically shows a drive system of a hybrid vehicle VE (hereinafter referred to as a vehicle VE) that uses the engine 2 and the electric motor 7. In FIG. 1, among the linear bodies not particularly specified, thick lines indicate mechanical connections between devices, thin arrows indicate control signal lines, and middle thick arrows indicate hydraulic pressures between the devices. A supply line or a power supply line of the vehicle VE is shown.

The engine 2 of the vehicle VE is a normal internal combustion engine that generates an output from a hydrocarbon-based fuel. An engine speed sensor 3 (corresponding to an engine speed sensor) is attached to the engine 2 to detect the rotational speed (engine speed) of the engine 2.
An electric motor 7 is provided in series between the engine 2 and drive wheels 21R and 21L (corresponding to wheels) described later. Although the electric motor 7 is not limited to this, it is a synchronous motor for driving wheels. A motor rotation speed sensor 8 (corresponding to a motor rotation sensor) is attached to the electric motor 7 and detects the rotation speed (motor rotation speed) of the electric motor 7.

  A transmission 19 is connected to the electric motor 7 in series. The transmission 19 is a normal automatic transmission including a torque converter 19a, and a right drive wheel 21R and a left drive wheel 21L of the vehicle VE are connected to an output shaft 19b via a differential device 20. Hereinafter, the right driving wheel 21R and the left driving wheel 21L are collectively referred to as driving wheels 21R and 21L.

  A flywheel 4 is attached to a crankshaft (not shown) of the engine 2, and an HV damper 5 is connected to the flywheel 4. A clutch device 6 (corresponding to a clutch mechanism) is interposed between the HV damper 5 and a rotor (not shown) of the electric motor 7. A clutch pump 9 is connected to the clutch device 6 through a control valve 10 (corresponding to an electromagnetic valve) for sucking hydraulic oil in a reservoir tank 11 (shown in FIG. 2). The clutch device 6 operates according to the amount of hydraulic oil supplied by the clutch pump 9, and interrupts between the engine 2 and the electric motor 7. The control valve 10 includes a solenoid 10a, and a current sensor 12 for detecting a solenoid current is attached to the solenoid 10a. The configuration of the clutch device 6 and the operation method of the clutch device 6 including the control valve 10 will be described later.

An HV battery 14 is connected to a stator (not shown) of the electric motor 7 via an inverter 13. The electric power of the HV battery 14 is converted into a three-phase alternating current by the inverter 13 and then supplied to the stator to drive the rotor of the electric motor 7. The electric power generated by the electric motor 7 is charged into the HV battery 14 via the inverter 13.
In the present embodiment, a configuration including the engine 2, the engine speed sensor 3, the clutch device 6, the electric motor 7, the motor speed sensor 8, the control valve 10, and the current sensor 12 corresponds to the vehicle drive device.

A hybrid ECU 15 is connected to the engine speed sensor 3 and the motor speed sensor 8 described above. The hybrid ECU 15 is connected to an engine ECU 16, a clutch ECU 17, a motor ECU 18, and a transmission ECU 23 via a signal bus 24.
The engine ECU 16 is connected to a fuel injection device (not shown) of the engine 2, and the motor ECU 18 is connected to the inverter 13. Thus, based on the accelerator opening, the shift position of the transmission 19, the speed of the vehicle VE, etc., the hybrid ECU 15 transmits a rotational speed signal. According to the rotational speed signal, the engine ECU 16 and the motor ECU 18 The rotational speed of the motor 7 is controlled.
The hybrid ECU 15 or the clutch ECU 17 corresponds to the controller.
On the other hand, a solenoid valve (not shown) of the transmission 19 and an AT pump 22 are connected to the transmission ECU 23. The transmission ECU 23 activates the AT pump 22 and performs a shift control of the transmission 19 based on a shift instruction signal from the hybrid ECU 15 to form a shift stage.

Further, the control valve 10 and the clutch pump 9 described above are electrically connected to the clutch ECU 17, and based on the clutch operation signal from the hybrid ECU 15, the respective operations are controlled and the clutch device 6 is intermittently connected. .
The hybrid ECU 15 operates the clutch device 6 in accordance with the traveling state of the vehicle VE, and drives the drive wheels 21R and 21L only by the electric motor 7 via the transmission 19, and the case where the engine is driven only by the engine 2, 2 and when driven by the electric motor 7.

Hereinafter, a general traveling method in the vehicle VE shown in FIG. 1 will be briefly described.
At the start of the vehicle VE, the clutch device 6 is disconnected, and the drive wheels 21R and 21L are rotated mainly by the electric motor 7 via the transmission 19.
Further, when it is necessary to accelerate while the vehicle VE is traveling, the clutch device 6 is connected, and the vehicle travels by the driving force of the engine 2 in addition to the electric motor 7 (restart).
When the brake operation of the vehicle VE is performed, regenerative braking is performed after the clutch device 6 is disconnected. Furthermore, when increasing the braking force to the vehicle VE, the clutch device 6 can be connected to generate an engine brake.

  Next, based on FIGS. 2 and 3, the configuration of the clutch device 6 and the operation method of the clutch device 6 including the control valve 10 will be described in detail. Since the HV damper 5 is not an essential component, the HV damper 5 is omitted in FIGS. 2 and 3. The clutch device 6 according to the present embodiment is a normally open type dry single-plate clutch, but is not limited thereto. A clutch cover 6 a of the clutch device 6 is fixed to the end surface of the flywheel 4, and the clutch cover 6 a is formed to be rotatable together with the flywheel 4. A release member 6b is rotatably attached to the clutch cover 6a, and a pressure plate 6c is connected to the release member 6b. Further, a coil spring 6d is elastically interposed between the pressure plate 6c and the flywheel 4.

  A clutch disk 6e (corresponding to a friction material) is interposed between the pressure plate 6c and the flywheel 4. The clutch disk 6e is spline-fitted to an output shaft 6f connected to the rotor of the electric motor 7 at the radially inner end. The clutch disk 6e is formed to be movable relative to the output shaft 6f in the direction of the rotation axis and to be rotatable together with the output shaft 6f.

  A release bearing 6g is provided on the output shaft 6f so as to be movable in the rotation axis direction. The outer race of the release bearing 6g is formed to be rotatable with respect to the output shaft 6f, and is engaged with the release lever 6h. The release lever 6h is pivotally attached to the vehicle VE around one end thereof, and a release piston 6j1 of the release cylinder 6j is connected to the other end. The hydraulic oil pressure from the clutch pump 9 can be supplied to the hydraulic pressure chamber 6j2 of the release cylinder 6j via the control valve 10.

  The hydraulic circuit RC that operates the clutch device 6 includes the clutch pump 9, the control valve 10, and the reservoir tank 11 described above. The control valve 10 is formed by a 5-port-2 position electromagnetic valve. In the first position 10P of the control valve 10, a suction passage 10b capable of sucking hydraulic oil from the hydraulic pressure chamber 6j2 is formed. Further, at the second position 10Q of the control valve 10, there are a discharge passage 10c capable of discharging hydraulic oil to the hydraulic chamber 6j2, and a drain passage 10d which can bypass the discharge passage 10c and return the hydraulic oil to the reservoir tank 11. Is formed. A check valve that is opened by a predetermined pressure is formed on the drain passage 10d. The opening cross-sectional areas of the suction passage 10b and the discharge passage 10c are variable, and are set to predetermined values according to the energization current to the solenoid 10a (shown in FIG. 1).

  When the clutch device 6 is in the disconnected state shown in FIG. 2, the control valve 10 is in the first position 10P, and the hydraulic oil in the hydraulic chamber 6j2 is sucked by the clutch pump 9 and discharged to the reservoir tank 11. Yes. When the hydraulic oil in the hydraulic chamber 6j2 is sucked, it is sucked at a speed corresponding to the opening cross-sectional area of the suction passage 10b. When the clutch device 6 is in the disconnected state, no hydraulic fluid pressure is generated in the hydraulic chamber 6j2, and the release lever 6h is not rotated. Therefore, the pressure plate 6c is moved from the flywheel 4 by the coil spring 6d. It is biased away. Therefore, the clutch disk 6e is not pressure-bonded to the flywheel 4, and torque transmission between the engine 2 and the electric motor 7 is not performed. When the clutch device 6 operates from the connected state to the disconnected state, the pressure is reduced according to the amount of hydraulic oil sucked from the hydraulic chamber 6j2, and the release bearing 6g is returned and operated according to the reduced pressure.

  As shown in FIG. 3, when the control valve 10 is switched to the second position 10Q, the hydraulic oil in the reservoir tank 11 is sucked by the clutch pump 9 and discharged toward the hydraulic chamber 6j2. When hydraulic oil is discharged into the hydraulic chamber 6j2, it is supplied at a speed corresponding to the opening cross-sectional area of the discharge passage 10c. When hydraulic fluid pressure is generated in the hydraulic chamber 6j2 by supplying hydraulic fluid, the release lever 6h is rotated clockwise in FIG.

  As a result, the release bearing 6g moves to the left in FIG. 3 and rotates the release member 6b (counterclockwise in FIG. 3), so that the clutch disk 6e is pressed against the flywheel 4 by the pressure plate 6c. Therefore, the clutch device 6 is in a connected state, and torque transmission between the engine 2 and the electric motor 7 becomes possible. When the clutch device 6 operates from the disconnected state to the connected state, a hydraulic pressure corresponding to the supplied hydraulic oil amount is generated in the hydraulic pressure chamber 6j2, and the release bearing 6g strokes according to the hydraulic pressure.

  Next, a method for setting the solenoid current command value Js by the hybrid ECU 15 or the clutch ECU 17 will be described with reference to FIGS. Hereinafter, although the calculation for the setting method is described as being performed in the hybrid ECU 15, it may be performed in the clutch ECU 17. As will be described later, this calculation is performed when a predetermined time tr has elapsed (hereinafter referred to as time tr) after the stroke of the clutch device 6 starts (time 0).

  Initially, the normal stroke time ti is stored in the hybrid ECU 15. Further, the engine speed Ne, the solenoid current i flowing through the solenoid 10a, and the motor speed Nm are always input to the hybrid ECU 15. The engine speed Ne is input from the engine ECU 16. The solenoid current i is input from the clutch ECU 17. The motor rotation speed Nm is input from the motor ECU 18. In the normal stroke time ti, when the clutch disc 6e is not worn in the clutch device 6, the control valve 10 is switched from the first position 10P to the second position 10Q, and the release bearing 6g starts the stroke. It corresponds to the time from the start to the completion of the stroke. In the present embodiment, when the clutch device 6 is stroked, a constant solenoid current i is constantly supplied to the control valve 10, so that the normal stroke time ti is the solenoid current that is energized to the control valve 10. For each value of i, the time value is stored.

The engine speed Ne is differentiated by the differentiator 15a, and an engine speed change rate ΔNe (corresponding to engine speed change) is calculated. The engine speed change rate ΔNe is multiplied by the engine inertia (engine-side rotational inertia moment) I in the multiplier 15b.
Further, an engine torque estimated value Te is calculated from the engine speed Ne based on the engine speed-output torque characteristic of the engine 2 stored in the engine ECU 16. The product (Td = ΔNe · I) of the motor rotational speed change rate ΔNe calculated by the multiplier 15b and the engine inertia I is subtracted from the estimated engine torque Te to calculate the transmission torque Tc of the clutch device 6 ( Tc = Te−ΔNe · I) (transfer torque calculation step).

  The transmission torque Tc is converted into an effective clutch stroke amount La (corresponding to an effective stroke amount) at the time point tr by the stroke amount conversion unit 15c (effective stroke amount calculating step). In the stroke amount conversion unit 15c, the transmission torque Tc is converted into an effective clutch stroke amount La based on the transmission torque-clutch stroke amount characteristic map shown in FIG. For the sake of convenience, the transmission torque-clutch stroke amount characteristic map is in an ideal state where the clutch disk 6e is not worn. The effective clutch stroke amount La corresponds to a substantial stroke amount obtained by subtracting the wear amount of the clutch disk 6e from the stroke amount of the release bearing 6g when the clutch device 6 operates from the disconnected state to the connected state.

  On the other hand, the solenoid current i is integrated in the integrator 15d with respect to the time from the stroke start to the time tr, and then multiplied by the integral gain Ki, and the actual clutch stroke amount Lt (corresponding to the actual stroke amount) at the time tr Is calculated (actual stroke amount calculating step). FIG. 6 shows the relationship between the solenoid current i and the clutch stroke amount at the time point tr when a constant current is supplied to the solenoid 10a. The actual clutch stroke amount Lt corresponds to the actual stroke amount of the release bearing 6g at the time point tr.

  Next, after the effective clutch stroke amount La is subtracted from the actual clutch stroke amount Lt, the clutch wear amount Lw is calculated through the low-pass filter 15e (Lw = Lt−La) (wear amount calculation step). The clutch wear amount Lw corresponds to the wear amount of the clutch disk 6e, and is converted into the invalid stroke time Tw by the stroke time conversion unit 15f. In the stroke time conversion unit 15f, the clutch wear amount Lw is converted into an invalid stroke time tw caused by wear based on the clutch stroke amount-clutch stroke time characteristic map shown in FIG.

  The invalid stroke time tw is added to the normal stroke time ti stored in the hybrid ECU 15 to calculate an estimated clutch stroke time t1 (corresponding to the estimated stroke time) (t1 = ti + tw). The estimated clutch stroke time t1 is the stroke after the control valve 10 is switched from the first position 10P to the second position 10Q in the clutch device 6 including the wear amount of the clutch disk 6e, and the stroke of the release bearing 6g starts. This corresponds to the time actually required to complete.

  On the other hand, after the difference between the motor rotation speed Nm and the engine rotation speed Ne described above is calculated at the time tr, the value is divided by the engine rotation speed change rate ΔNe in the rotation synchronization time calculation unit 15g, and then tr Is added to calculate a rotation synchronization time t2 (corresponding to an appropriate operation time of the clutch mechanism required by the vehicle) (t2 = (Nm−Ne) / ΔNe + tr). The rotation synchronization time t2 corresponds to the time required from the start of the stroke of the release bearing 6g to the completion of the rotation speed synchronization between the engine 2 and the electric motor 7. This calculation is performed based on the premise that the motor rotation speed Nm does not change during operation of the clutch device 6. Finally, the comparator 15h compares the estimated clutch stroke time t1 with the rotation synchronization time t2, and sets the solenoid current command value Js based on the result (clutch operation control step).

  Next, the solenoid current control method according to the present embodiment will be described with reference to FIGS. 9 shows a control flowchart of the clutch wear amount calculation process shown in step S805 in FIG. 8, and FIG. 10 shows a control flowchart of the solenoid current command value Js setting process shown in step S806 in FIG. Represents. In the present embodiment, the solenoid current control is, for example, a case where the driver further depresses the accelerator pedal and starts the engine 2 to be connected to the electric motor 7 while the vehicle VE is traveling only by the electric motor 7. This is performed when the clutch device 6 is operated from the disconnected state to the connected state. This solenoid current control is performed at the aforementioned time tr after the stroke of the release bearing 6g has started. The time tr is set in advance to a time when it is estimated that the invalid stroke time tw (described above) due to the wear has sufficiently passed when the clutch disk 6e is worn.

  First, the engine speed Ne is input from the engine speed sensor 3 to the hybrid ECU 15 (step S801). Next, the motor speed Nm is input from the motor speed sensor 8 to the hybrid ECU 15 (step S802). Thereafter, an estimated engine torque value Te is calculated from the input engine speed Ne (step S803). Furthermore, solenoid current i is input from current sensor 12 to hybrid ECU 15 (step S804). The initial solenoid current i is based on the solenoid current command value Js set by the previous main control routine. Thereafter, clutch wear amount calculation processing is performed (step S805), and finally solenoid current command value Js setting processing is performed (step S806).

  As shown in FIG. 9, in the clutch wear amount calculation process, first, the actual clutch stroke amount Lt is calculated (step S901). Next, the transmission torque Tc is calculated from the estimated engine torque value Te and the engine speed change rate ΔNe (step S902). Next, the effective clutch stroke amount La is calculated (step S903), and the clutch wear amount Lw is calculated from the actual clutch stroke amount Lt and the effective clutch stroke amount La (step S904). Finally, the clutch wear amount Lw passes through the low-pass filter 15e (step S905).

  As shown in FIG. 10, in the solenoid current command value Js setting process, first, an invalid stroke time tw resulting from wear is calculated (step S1001). Next, the estimated clutch stroke time t1 is calculated from the invalid stroke time tw and the normal stroke time ti (step S1002). Next, a rotation synchronization time t2 is calculated (step S1003), and it is determined whether or not a value obtained by subtracting the rotation synchronization time t2 from the estimated clutch stroke time t1 is greater than a predetermined value δ (step S1004). When t1−t2 ≧ δ (δ is 0 or more), the solenoid current command value Js is increased, and thereafter, the solenoid current i supplied to the solenoid 10a is increased (step S1005). Thereby, in the clutch apparatus 6, the stroke amount per time of the release bearing 6g increases. The increase amount of the solenoid current i may be set according to the value of t1-t2. When t1−t2 ≧ δ is not satisfied, the solenoid current command value Js is not changed.

  As a modified embodiment, when t1−t2 ≧ δ, the start of operation of the clutch device 6 from the next time onward may be accelerated. Specifically, when the vehicle VE is traveling by the electric motor 7 and the driver depresses the accelerator pedal, the clutch device 6 is operated from the disconnected state to the connected state, and the engine 2 and the electric motor 7 are connected. Although it is connected and accelerated, when t1−t2 ≧ δ, the clutch device 6 may be operated with a smaller amount of depression of the accelerator pedal.

  According to the present embodiment, the hybrid ECU 15 determines the transmission torque of the clutch device 6 obtained by subtracting the product of the motor rotational speed change rate ΔNe and the engine inertia I from the engine torque estimated value Te obtained by the engine rotational speed Ne. Based on Tc, the effective clutch stroke amount La of the clutch device 6 is detected, the actual clutch stroke amount Lt of the clutch device 6 is calculated from the solenoid current i, and the effective clutch stroke amount La is subtracted from the actual clutch stroke amount Lt. Thus, the clutch wear amount Lw of the clutch disk 6e included in the clutch device 6 is calculated, and the operation of the clutch device 6 is controlled based on the clutch wear amount Lw. Accordingly, the operation of the drive system of the vehicle VE can be controlled in consideration of the wear amount of the clutch disk 6e without providing a stroke sensor in the clutch device 6. Therefore, the vehicle drive control device 1 can be made small and low-cost, and the operation feeling of the drive system can be improved.

  In addition, the estimated clutch stroke time t1 required from the start of operation of the clutch device 6 to the completion of the operation is different from the rotation synchronization time t2, which is an appropriate operation time of the clutch device 6 required by the vehicle VE, by a predetermined amount δ. By changing the solenoid current i, the estimated clutch stroke time t1 of the clutch device 6 can always be within a predetermined range with respect to the rotation synchronization time t2, and a drive system with good operating feeling can be obtained. it can.

  Further, when the operation of the clutch device 6 from the disconnected state to the connected state is controlled based on the wear amount Lw, and the estimated clutch stroke time t1 is longer than or equal to the rotation synchronization time t2 or longer than the rotation synchronization time t2, the solenoid current i As a result, the estimated clutch stroke time t1 is prevented from becoming longer than a predetermined time with respect to the rotation synchronization time t2 of the engine 2 and the electric motor 7, and the operation feeling of the drive system can be improved.

  Moreover, when the estimated clutch stroke time t1 differs from the rotation synchronization time t2 by a predetermined amount δ as in the modified embodiment, the stroke of the clutch device 6 is changed by changing the operation start time of the clutch device 6 from the next time onward. The timing of completion can be made appropriate, and a drive system with a good operating feeling can be obtained.

  Further, as in the modified embodiment, the operation of the clutch device 6 from the disconnected state to the connected state is controlled based on the wear amount Lw, and the estimated clutch stroke time t1 is greater than or equal to the rotation synchronization time t2 or from the rotation synchronization time t2. If it is too long, the estimated clutch stroke time t1 of the clutch device 6 will not be extended with respect to the rotation synchronization time t2 of the engine 2 and the electric motor 7 by accelerating the start of operation of the clutch device 6 from the next time onward. The operational feeling can be improved.

<Embodiment 2>
Hereinafter, the method of the clutch wear abnormality determination process according to the second embodiment will be described with reference to FIG. The control flowchart relating to the clutch wear abnormality determination process shown in FIG. 11 can be provided between step S805 and step S806 in FIG. 8, for example. The clutch wear amount Lw calculated as described above is compared with a predetermined abnormality determination value Le stored in the hybrid ECU 15 (step S1101). When the clutch wear amount Lw is equal to or greater than the abnormality determination value Le (or greater than the abnormality determination value Le), the subsequent operation of the clutch device 6 is stopped (step S1102). When the clutch wear amount Lw is less than the abnormality determination value Le (or less than the abnormality determination value Le), the operation of the clutch device 6 is continued. The abnormality determination value Le is set to a value that can determine whether or not the clutch wear amount Lw is a value that hinders the operation of the clutch device 6.
According to the present embodiment, when the clutch wear amount Lw is equal to or greater than the predetermined abnormality determination value Le (or larger than the abnormality determination value Le), excessive wear of the clutch disk 6e is stopped by stopping the operation of the clutch device 6. It is possible to prevent malfunction of the drive system of the vehicle VE due to the amount.

<Other embodiments>
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows.
In the present invention, for example, when the vehicle VE is driven by the engine 2 and the electric motor 7, the vehicle is regenerated in the vehicle VE by returning the accelerator pedal that the driver has depressed. You may apply. In this case, since the clutch device 6 is operated from the connected state to the disconnected state, an appropriate operation time of the clutch device 6 determined from the specification of the vehicle VE is used instead of the rotation synchronization time t2 as described above. When the estimated clutch stroke time t1 is shorter than the time t2 by a predetermined time (the clutch device 6 is quickly disengaged), the solenoid current command value Js is decreased and the opening cross-sectional area of the suction passage 10b of the control valve 10 is decreased. You may make it make it.

Alternatively, when the estimated clutch stroke time t1 is shorter than the time t2 by a predetermined time, the start of the operation of the clutch device 6 after the next time may be delayed. Specifically, in this case, when t2−t1 ≧ δ, the clutch device 6 may not be operated unless the return amount of the accelerator pedal becomes larger.
Thus, even when the clutch device 6 is operated from the connected state to the disconnected state, by setting t2 to an appropriate time, the release of the clutch device 6 is not too fast and the deceleration feeling is not deteriorated. In addition, it is possible to prevent the clutch device 6 from being released too late and insufficiently regenerating.

  In the drawings, 1 is a vehicle drive control device, 2 is an engine, 3 is an engine speed sensor (engine speed sensor), 6 is a clutch device (clutch mechanism), 6e is a clutch disk (friction material), 7 is an electric motor, 8 is a motor speed sensor (motor rotation sensor), 10 is a control valve (electromagnetic valve), 10a is a solenoid, 12 is a current sensor, 15 is a hybrid ECU (controller), 17 is a clutch ECU (controller), and 21R is right-driven. Wheels (wheels), 21L indicate left drive wheels (wheels), and VE indicates a hybrid vehicle (vehicle).

Claims (7)

An engine that drives the wheels;
An electric motor provided in series between the engine and the wheel;
A clutch mechanism that is provided between the engine and the electric motor, operates according to the amount of hydraulic oil supplied, and interrupts between the engine and the wheel;
An electromagnetic valve that is connected to the clutch mechanism and controls the amount of hydraulic oil to the clutch mechanism by controlling a solenoid current flowing through the solenoid;
An engine rotation sensor for detecting the rotation speed of the engine;
A motor rotation sensor for detecting a rotation speed of the electric motor;
A current sensor for detecting a current flowing through the solenoid;
A controller for controlling the operation of the clutch mechanism based on detection values by the engine rotation sensor, the motor rotation sensor, and the current sensor;
With
The controller is
Based on the transmission torque of the clutch mechanism obtained by subtracting the product of the engine speed change and the inertia of the engine from the estimated torque value of the engine obtained from the engine speed. While detecting the effective stroke amount, calculating the actual stroke amount of the clutch mechanism from the solenoid current, and subtracting the effective stroke amount from the actual stroke amount, the friction material contained in the clutch mechanism A vehicle drive control device that calculates a wear amount and controls the operation of the clutch mechanism based on the wear amount. The controller is
Based on the wear amount, an estimated stroke time required from the start of operation of the clutch mechanism to the completion of operation is calculated, and the estimated stroke time is a predetermined amount with respect to an appropriate operation time of the clutch mechanism required by the vehicle. The vehicle drive control device according to claim 1, wherein the solenoid current is changed when only the difference is present. The controller is
Based on the wear amount, an estimated stroke time required from the start of operation of the clutch mechanism to the completion of operation is calculated, and the estimated stroke time is a predetermined amount with respect to an appropriate operation time of the clutch mechanism required by the vehicle. 2. The vehicle drive control device according to claim 1, wherein when the difference is only, the operation start time of the clutch mechanism is changed after the next time. The controller is
Based on the amount of wear, controlling the operation of the clutch mechanism from the disconnected state to the connected state,
The vehicle drive control device according to claim 2, wherein the solenoid current is increased when the estimated stroke time is equal to or longer than the proper operation time or longer than the proper operation time. The controller is
Based on the amount of wear, controlling the operation of the clutch mechanism from the disconnected state to the connected state,
4. The vehicle drive control device according to claim 3, wherein when the estimated stroke time is longer than the proper operation time or longer than the proper operation time, the start of operation of the clutch mechanism is advanced after the next time. The controller is
The vehicle drive control device according to any one of claims 1 to 5, wherein when the amount of wear is equal to or greater than a predetermined abnormality determination value or larger than the abnormality determination value, the operation of the clutch mechanism is stopped. In the vehicle drive device,
An engine that drives the wheels;
An electric motor disposed in series between the engine and the wheel;
A clutch mechanism that is disposed between the engine and the electric motor and intermittently connects between the engine and the wheel;
An electromagnetic valve that is connected to the clutch mechanism and controls the amount of hydraulic oil to the clutch mechanism by controlling a solenoid current flowing through the solenoid;
An engine rotation sensor for detecting the rotation speed of the engine;
A motor rotation sensor for detecting a rotation speed of the electric motor;
A current sensor for detecting a current flowing through the solenoid;
Is provided,
A transmission torque calculating step for subtracting a product of a change in the rotation speed of the engine and the inertia of the engine from the estimated torque value of the engine determined by the rotation speed of the engine to obtain a transmission torque of the clutch mechanism;
An effective stroke amount calculating step of detecting an effective stroke amount of the clutch mechanism based on the transmission torque;
An actual stroke amount calculating step for calculating an actual stroke amount of the clutch mechanism from the solenoid current;
A wear amount calculating step of calculating a wear amount of a friction material included in the clutch mechanism by subtracting the effective stroke amount from the actual stroke amount;
A clutch operation control step for controlling the operation of the clutch mechanism based on the wear amount;
A control method for a vehicle drive device comprising:

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