JP4029862B2 - Vehicle power transmission control device - Google Patents

Description

  The present invention relates to a power transmission control device for a vehicle using a control type two-way clutch applied to a drive unit of a driven wheel of a motor four-wheel drive vehicle.

Conventionally, a four-wheel drive system using a control type two-way clutch additionally inputs a sensor for detecting an engine load state, and determines a driver's acceleration intention based on an output signal of the sensor, thereby By applying the current to the coil early and locking the two-way clutch, a large shock is prevented from occurring during a sudden start on a low μ road (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 11-342761

  However, in the conventional four-wheel drive system using a two-way clutch, if the speed of increase of the clutch input rotation speed is high when the engagement command for the two-way clutch is high, the roller of the two-way clutch moves from the wedge angle on the driving side. The phenomenon of so-called “roller jump” that hits and hits the wedge angle on the opposite side occurs, and there is a problem that clutch engagement failure, abnormal noise, and shock occur.

  The present invention has been made paying attention to the above-mentioned problem, and can prevent occurrence of a roller jump in which the roller is repelled from the wedge angle on the driving side and hits the wedge angle on the opposite side when the two-way clutch is engaged. An object of the present invention is to provide a vehicle power transmission control device.

In order to achieve the above object, in the present invention, in a power transmission control device for a vehicle that outputs a drive input input from a drive source via an intermittent mechanism and a speed reducer,
The intermittent mechanism includes an outer ring member, an inner ring member, a roller, and a cage, and a clutch engagement that moves the roller to a wedge space in response to an external command, and a clutch release that holds the roller in a neutral position. Are provided with a two-way clutch to be controlled,
Clutch engagement control means is provided that regulates the rising speed of the clutch input rotational speed to be equal to or less than a rising speed limit value that does not cause a roller jump when the two-way clutch is engaged.

  Therefore, in the vehicle power transmission control device of the present invention, when the two-way clutch is engaged, the clutch engagement control means has an increase speed of the clutch input rotation speed that is equal to or less than an increase speed limit value that does not cause a roller jump. Stipulated in As a result, when the two-way clutch is engaged, it is possible to prevent occurrence of a roller jump in which the roller is bounced from the wedge angle on the driving side and hits the wedge angle on the opposite side.

  Hereinafter, the best mode for realizing a power transmission control device for a vehicle according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram showing a motor four-wheel drive vehicle to which the power transmission control device of Embodiment 1 is applied. Left and right front wheels 1L and 1R (main drive wheels) are driven by an engine 2 which is an internal combustion engine, and left and right This is an example of a front wheel drive base vehicle in which rear wheels 3L and 3R (secondary drive wheels) can be driven by a motor 4 (electric motor). In other words, a 4WD system that does not have a transfer or propeller shaft and realizes the 4WD function in a lightweight and compact manner, ensures a wide foot space similar to that of 2WD vehicles, and requires 4WD operation when starting and when the front wheels are slipping. By limiting it, the deterioration of fuel consumption is minimized.

  The output torque of the engine 2 is transmitted to the left and right front wheels 1L and 1R via the transmission & differential gear 5. A part of the output torque of the engine 2 is transmitted to the generator 7 (generator) via the endless belt 6. The electric power generated by the generator 7 controlled by the e-4WD control unit 8 can be supplied to the motor 4 via the power cables 9a and 9b. A junction box 10 is provided in the middle of the power cables 9a and 9b. The driving torque of the motor 4 can be transmitted to the left and right rear wheels 3L and 3R via the final drive 11. The motor 4 and the final drive 11 constitute a rear wheel drive unit RT.

  The generator 7 converts rotational energy transmitted through the endless belt 6 into electrical energy, and transmits electric power according to a power generation command from the e-4WD control unit 8 to the motor 4. The engine cooling system and the built-in permanent magnet structure are used to increase output.

  The junction box 10 monitors the energization current, generator voltage, and motor voltage (back electromotive voltage) in real time by a built-in monitor circuit, and transmits a system control signal and a fail-safe judgment signal to the e-4WD control unit 8. Turn the power ON / OFF with a capacitive relay. The outdoor layout does not sacrifice the vehicle interior space.

  The power cables 9a and 9b electrically connect the generator 7 and the motor 4 via the junction box 10 and transmit power for driving the left and right rear wheels 3L and 3R. As with the junction box 10, the outdoor layout does not sacrifice the vehicle interior space.

  The motor 4 generates a driving force by the electric power supplied through the power cable 9b. The rotation direction and the number of rotations of the motor 4 are controlled by a motor control command from the e-4WD control unit 8. The external output unit (motor shaft) of the motor 4 is connected to the final drive 11 and transmits the rotational force to the final drive 11. A thermistor is installed inside the motor 4 and the temperature of the motor 4 is monitored by the e-4WD control unit 8.

  The final drive 11 includes a two-way clutch 12 (intermittent mechanism), an electromagnetic clutch 13, a gear reducer 14, and a differential gear 15, and engages the two-way clutch 12 during 4WD traveling and 2 during 2WD traveling. The rear wheel friction is reduced by releasing the way clutch 12. Detailed description of the final drive 11 will be described later.

  The e-4WD control unit 8 is a control means for performing 4WD control as required when “4WD” is selected by the 4WD switch 20. The e-4WD control unit 8 includes a switch signal from the 4WD switch 20, four wheel speed signals from the ABS control unit 21, a shift position signal from the automatic transmission control unit 22, and an engine control unit 23. An accelerator opening signal, sensor signals from an oil temperature sensor 27 (unit friction detection means), an oil amount sensor 28 (unit friction detection means), and the like are input. The e-4WD control unit 8 performs arithmetic processing based on the input information, generates a generator control command for the generator 7, a clutch control command for the two-way clutch 12, a motor control command for the motor 4, and a junction box 10 Output a relay control command.

  The outline of the control in the e-4WD control unit 8 will be described. When “4WD” is selected by the 4WD switch 20, 4WD control is performed as necessary from the start. In other words, the e-4WD control unit 8 calculates the optimum rear wheel driving torque when “4WD” is selected and at the time of starting or front wheel slip, and the generator 7 and the two-way clutch so that the torque is obtained. 12 and the motor 4 are controlled. At this time, CAN communication (Controller Area Network communication) is performed between the e-4WD control unit 8 and the engine control unit 23, and the engine output is adjusted to ensure a safe traveling like 4WD. In addition, after the 4WD control is started with the occurrence of the front wheel slip, when the left and right front wheels 1L and 1R slip, the power generation of the generator 7 is stopped, and the 2-way clutch 12 of the rear wheel drive unit RT is disconnected to enter the 2WD state. To do.

  On the other hand, when “2WD” is selected by the 4WD switch 20, the two-way clutch 12 is disengaged to keep the rear wheel friction in a small state, thereby preventing deterioration of fuel consumption. When an abnormality occurs in the system, the 4WD warning lamp 25 in the combination meter 24 is turned on to notify the abnormality. Furthermore, during 4WD traveling, the 4WD indicator lamp 26 is turned on to inform the driver that the vehicle is traveling 4WD.

FIG. 2 is a cross-sectional view showing a final drive 11 of a motor four-wheel drive vehicle to which the power transmission control device of the first embodiment is applied.
The final drive 11 has an input gear shaft 31 to which a motor shaft is coupled, an intermediate gear shaft 32 having a two-way clutch 12 and an electromagnetic clutch 13, and a drive gear 33 as inputs. The three shafts of the differential gear 15 that outputs the rear wheel drive shaft are arranged in parallel to each other. The final drive case 30 is filled with lubricating oil up to a level at which a part of the gear is immersed in order to ensure the lubricity of the gears and prevent the temperature from rising. The oil temperature sensor 27 and the oil amount sensor 28 are sensors for measuring the temperature and the oil amount of the lubricating oil.

  The input gear shaft 31 has a motor shaft insertion portion 31a of the motor 4 at one end and a first gear portion 31b at the other end.

  The intermediate gear shaft 32 has a third gear portion 32a at one end and a two-way clutch 12 and an electromagnetic clutch 13 at the other end.

  The two-way clutch 12 meshes with the first gear portion 31b and has a second geared outer ring 12a (outer ring member) whose inner peripheral surface is a cylindrical surface, and is fixed to the intermediate shaft 32 to form a polygonal cam surface on the outer periphery. The inner ring 12b (inner ring member), a roller 12c sandwiched between wedge spaces formed by the inner and outer rings 12a and 12b, and a cage 12d for holding the plurality of rollers 12c in roller pockets.

  The electromagnetic clutch 13 is fixed to an electromagnetic coil 13a to which a current from the e-4WD control unit 8 is applied when the clutch is engaged, a field core 13b that houses the electromagnetic coil 13a, and the outer ring 12a with the second gear. A rotor 13c, and a cage restraining mechanism 13d by a switch spring or an armature disposed at an axial space position between the cage 12d and the field core 13b. That is, when the inner and outer rings 12a and 12b rotate relative to each other while the cage 12d is restrained by energizing the electromagnetic coil 13a, the clutch engagement that moves the roller 12c to the wedge space and the energization to the electromagnetic coil 13a are performed. By releasing (non-energizing) the restraint of the cage 12d, the release of the clutch that holds the roller 12c in the neutral position where the clearance with the outer ring 12a with the second gear is secured is controlled. .

  In the differential gear 15, a drive gear 33 that meshes with the third gear portion 32 a is fixed to an outer peripheral position of a differential case 15 a that is rotatably supported with respect to the final drive case 30. The differential case 15a, the pinion mate shaft 15b rotating integrally with the differential case 15a, the pinion 15c provided on the pinion mate shaft 15b, and the left and right rear wheel drive shafts are spline-fitted with the pinion 15c. Left and right side gears 15d and 15e.

  The gear reducer 14 includes the first gear part 31b, the second geared outer ring 12a, the third gear part 32a, and the drive gear 33, and the first gear part 31b, the second geared outer ring 12a, Is obtained by multiplying the first reduction ratio by the second reduction ratio between the third gear portion 32a and the drive gear 33.

  Next, the operation will be described.

[Clutch engagement control processing]
FIG. 3 is a flowchart showing the flow of the clutch engagement control process executed by the e-4WD control unit 8 according to the first embodiment. Each step will be described below (clutch engagement control means).

  In step S1, it is determined whether or not a clutch engagement command is issued. If YES, the process proceeds to step S2, and if NO, the determination in step S1 is repeated.

  In step S2, following the determination that the clutch engagement command is in step S1, the oil temperature of the lubricating oil in the final drive case 30 is measured by the sensor signal from the oil temperature sensor 27, and the process proceeds to step S3. .

  In step S3, the viscosity at the measured oil temperature is calculated based on the oil temperature measurement in step S2 (the viscosity increases as the oil temperature decreases), and the process proceeds to step S4.

In step S4, based on the viscosity δ calculated in step S3, the motor rotation increasing speed dNvisc with a larger value is calculated as the viscosity δ increases, and the process proceeds to step S5. Hereinafter, the description “dN” represents an abbreviation of “dN / dt”, which is a time differential value of the motor rotation speed N.
As shown in FIG. 4, this “motor rotation increase speed dNvisc”
dNvisc = Kvisc × δ + α1
It is calculated by the following formula.

In step S5, following the calculation of the motor rotation increase speed dNvisc in step S4, a ratio (= first coefficient K1) to the reference motor rotation increase speed is calculated, and the process proceeds to step S6.
Here, the first coefficient K1 is, when dNbase is a reference motor rotation rising speed set as a rising speed limit value that does not generate a roller jump in a normal temperature range,
K1 = dNvisc / dNbase
It is calculated by the following formula.

  In step S6, following the calculation of the first coefficient K1 in step S5, the oil amount Q of the lubricating oil in the final drive case 30 is measured by the sensor signal from the oil amount sensor 28, and the process proceeds to step S7.

In step S7, based on the measurement of the oil amount Q in step S6, the higher motor rotation rate dNq is calculated as the oil amount Q increases, and the process proceeds to step S8.
As shown in FIG. 5, this “motor rotation increase speed dNq”
dNq = Kq × Q + α2
It is calculated by the following formula.

In step S8, following the calculation of the motor rotation increase speed dNq in step S7, a ratio (= second coefficient K2) to the reference motor rotation increase speed is calculated, and the process proceeds to step S9.
Here, the second coefficient K2 is dNbase when the reference motor rotation rising speed set as the rising speed limit value that does not cause the roller jump in the normal temperature range is dNbase.
K2 = dNq / dNbase
It is calculated by the following formula.

In step S9, following the calculation of the second coefficient K2 in step S8, the motor rotation increase speed dNc at the time of engagement considering all the conditions is
dNc = dNbase × K1 × K2
And the process proceeds to step S10.

  In step S10, following the calculation of the motor rotation increase speed dNc in step S9, a command for the calculated motor rotation increase speed dNc is output to the motor 4, and a current is supplied to the electromagnetic coil 13a of the electromagnetic clutch 13. The two-way clutch 12 is engaged, and the process proceeds to step S11.

  In step S11, the torque from the motor 4 is transmitted to the left and right rear wheels 3L, 3R by the engagement of the two-way clutch 12 in step S10, and the process proceeds to the end.

[Problems when adopting a 2-way clutch as a driving force connection / disconnection mechanism]
For example, in Japanese Patent Laid-Open No. 2000-272367, a front wheel is driven to rotate by a prime mover and a generator is rotated to generate power, and the motor is rotated by the electric power. The power is transferred to a rear wheel through a clutch and a speed reducer. A motor four-wheel drive vehicle for transmission is known.

  As a clutch provided in the rear wheel drive unit of this motor four-wheel drive vehicle, for example, when the two-way clutch disclosed in Japanese Patent Laid-Open Nos. 11-342761 and 11-336799 is applied, the following problems are encountered. There is.

・ Problem 1
In FIG. 6 (a), when the clutch is engaged with the outer ring: output, the roller, and the inner ring: input (motor), the motor ascending speed is controlled so that the roller does not move as shown in FIG. 6 (b). Bounced from the wedge angle θR on the driving side, the roller moves to the opposite side as shown in FIG. 6 (c), and the roller hits at the wedge angle θL on the opposite side as shown in FIG. 6 (d), As shown in FIG. 6E, a roller jump phenomenon occurs in which the roller moves toward the wedge angle θR. As a result, poor engagement, abnormal noise, shock, etc. occur.

・ Problem 2
In FIG. 7 (a), when the clutch is engaged with the outer ring: input (motor), the roller, and the inner ring: output, the motor ascending speed is controlled at a high speed. Therefore, as shown in FIG. Bounced from the wedge angle θR on the driving side, the roller moves to the opposite side as shown in FIG. 7 (c), and the roller hits at the wedge angle θL on the opposite side as shown in FIG. As shown in FIG. 7E, a roller jump phenomenon occurs in which the roller moves toward the wedge angle θL. As a result, poor engagement, abnormal noise, shock, etc. occur.

・ Problem 3
In order to solve the above problems 1 and 2, if the control of slowing the rotational speed of the motor is performed, if the unit friction is high due to the viscosity of the lubricating oil, etc., the engagement time of the 2-way clutch is too slow. The four-wheel drive performance with reduced drive slip cannot be obtained sufficiently.

[Engagement of 2-way clutch]
On the other hand, in the first embodiment, when the two-way clutch 12 is engaged, a clutch engagement control means that regulates the rising speed of the clutch input rotation speed to be equal to or lower than the rising speed limit value that does not cause roller jump is provided. The roller jump is prevented from occurring when the way clutch is engaged.

  That is, when the two-way clutch 12 is engaged, if the temperature of the lubricating oil in the final drive case 30 is in the normal temperature range and the amount of lubricating oil is an appropriate amount, step S1 → step S2 → The process proceeds from step S3 to step S4 to step S5. In step S5, the value of the first coefficient K1 is calculated as approximately 1 because the oil temperature of the lubricating oil is in the normal temperature range, and further, step S6 → step S7 → step The process proceeds to S8, and in Step S8, the value of the second coefficient K2 is calculated to be approximately 1 because the amount of the lubricating oil is an appropriate amount. Further, the process proceeds to Step S9, and the motor rotation increasing speed when the clutch is engaged. dNc is calculated with substantially the same value as the reference motor rotation increase speed dNbase (K1≈1, K2≈1), and proceeds from step S10 to step S11. While controlling for limiting over motor rotation increase speed to the motor rotation increase rate dNc, engage the two-way clutch 12 by energizing the electromagnetic coil 13a, left and right rear wheels 3L, torque is transmitted to the 3R.

  Therefore, the motor rotation increasing speed dNc when the two-way clutch 12 is engaged is limited to the level of the reference motor rotation increasing speed dNbase that does not cause the roller jump, so that the engagement of the two-way clutch 12 is smooth and quick. Thus, abnormal noise and shock are prevented when the two-way clutch 12 is engaged.

  On the other hand, when the two-way clutch 12 is engaged, if the temperature of the lubricating oil in the final drive case 30 is extremely low and the amount of lubricating oil is excessive, step S1 → step S2 → The process proceeds from step S3 to step S4 to step S5. In step S5, the value of the first coefficient K1 is set to a large value of 1 or more because the oil temperature of the lubricating oil is extremely low and the viscosity δ is high. The process proceeds from S6 to step S7 to step S8, and in step S8, the value of the second coefficient K2 is set to a large value of 1 or more because the amount of lubricating oil is excessive, and the process proceeds to step S9. The motor rotation increase speed dNc at the time of engagement is calculated as a value larger than the reference motor rotation increase speed dNbase (K1> 1, K2> 1), and the process proceeds from step S10 to step S11. On the motor control side, the restriction on the motor rotational speed is relaxed or the motor rotational speed dNc is released, and the two-way clutch 12 is engaged by energizing the electromagnetic coil 13a, and the left and right rear wheels 3L, 3R are engaged. Torque is transmitted.

  In other words, when the two-way clutch 12 is engaged, if the oil temperature of the lubricating oil is extremely low and the viscosity is high, the unit friction becomes high due to the flow resistance when pushing with the reduction gear, and the amount of lubricating oil is excessive. Even so, the unit friction increases due to the stirring resistance by the reduction gear. As described above, when the unit friction is high, even if the electromagnetic coil 13a is energized to engage the two-way clutch 12, the outer ring 12a with the second gear and the inner ring 12b rotate relative to each other compared to when the unit friction is low. Accordingly, the response speed of the roller 12c being bitten into the wedge space is reduced. In other words, when the unit friction is high, there is no occurrence of roller jump without limiting the motor rotation increase speed that increases the input rotation to the 2-way clutch 12, and when the motor rotation increase speed is limited, Conversely, the engagement of the two-way clutch 12 is delayed.

  Therefore, when the unit friction becomes high when the two-way clutch 12 is engaged, the restriction on the motor rotation speed dNc is relaxed or the restriction is released to prevent the occurrence of the roller jump while the two-way clutch 12 is engaged. Engagement response of the clutch 12 can be ensured. As a result, it is possible to sufficiently obtain a four-wheel drive performance that suppresses drive slip at the time of starting and the like and effectively transmits the drive force of the engine 2 and the motor 4 to the road surface.

Next, the effect will be described.
In the vehicle power transmission control device according to the first embodiment, the following effects can be obtained.

  (1) In a power transmission control device for a vehicle that outputs a drive input from a drive source via an intermittent mechanism and a speed reducer, as the intermittent mechanism, an outer ring member 12a, an inner ring member 12b, a roller 12c, and a cage 12d. And a two-way clutch 12 that controls clutch engagement for moving the roller 12c to the wedge space and clutch release for holding the roller 12c in a neutral position in accordance with an external command. Since the clutch engagement control means is provided to regulate the rising speed of the clutch input rotation speed below the rising speed limit value that does not cause roller jump when the two-way clutch is engaged, the roller 12c is engaged when the two-way clutch 12 is engaged. It is possible to prevent the occurrence of a roller jump that hits the wedge angle on the opposite side by being bounced from the wedge angle on the drive side.

(2) Unit friction detection means for detecting unit friction of the rear wheel drive unit RT configured to include the two-way clutch is provided, and the clutch engagement control means is configured to limit the rising speed as the detected unit friction is higher. Since the value is set to a large value, the engagement responsiveness of the two-way clutch 12 can be ensured when the unit friction is high.

  (3) Since the unit friction detection means detects the value corresponding to the oil temperature of the lubricating oil in the drive unit, the unit friction can be detected based on the oil temperature corresponding to the viscosity of the lubricating oil.

  (4) Since the unit friction detection means detects the amount of lubricating oil in the drive unit, the unit friction can be detected based on the amount of lubricating oil corresponding to the rotational stirring resistance.

(5) When the two-way clutch 12 is engaged, the clutch engagement control means obtains a motor rotation increasing speed dNvisc that increases as the viscosity of the lubricating oil in the drive unit increases, and a reference rotation that does not cause a roller jump. The first coefficient K1 is calculated as the ratio of the motor rotational speed dNvisc to the upward speed dNbase, the motor rotational speed dNq that increases as the amount of lubricating oil in the drive unit increases, and the motor relative to the reference rotational speed dNbase The second coefficient K2 is calculated as the ratio of the rotational speed dNq, and the basic speed of rotation dNbase is multiplied by the first coefficient K1 and the second coefficient K2 to determine the speed limit dNc. Considering both oil viscosity and oil amount, the optimal motor rotation speed that achieves both prevention of roller jumping and engagement response of the 2-way clutch 12 It can be obtained limit value dNc.

  (6) In the vehicle, the main driving wheel is driven by the engine 2 and the slave driving wheel is driven by the motor 4, and the motor 4 is driven by electric energy generated by the generator 7 driven by the engine 2. Since the two-way clutch 12 is an intermittent mechanism provided together with the gear reducer 14 in the rear wheel drive unit RT of the driven wheel having the motor 4, the motor four wheel When the two-way clutch 12 is employed as an intermittent mechanism provided with the gear reducer 14 in the rear wheel drive unit RT of the driving vehicle, the roller jump caused by the high rotational speed of the motor 4 when the two-way clutch 12 is engaged. Can be reliably prevented.

  The vehicle power transmission control device according to the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the claims relate to each claim. Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, an example in which the oil temperature equivalent value and the oil amount are detected as the unit friction detection means is shown. However, for example, when a drive current that gradually rises from 0 is applied to the motor when the vehicle is stopped, the final drive operates. May be detected by other means such as detecting unit friction based on the magnitude of the motor drive current that starts the operation, or other detection means may be added to the detection means of the first embodiment.

  In the first embodiment, an example is shown in which the limitation on the motor rotation speed increases as the unit friction increases. For example, the limit on the motor rotation speed increases until the unit friction reaches a predetermined value. If the value is equal to or greater than the value and the region where the roller jump does not occur or the region where the occurrence of the roller jump does not become a problem, the limitation on the motor rotation speed may be released.

  Although the power transmission control device of the present invention is applied to a front-wheel drive base motor four-wheel drive vehicle that drives left and right front wheels by an engine, a rear-wheel drive base motor four-wheel drive that drives left and right rear wheels by an engine Of course, it can be applied to a drive vehicle, as well as to various power transmission systems that output a drive input from a drive source (engine, motor, etc.) via a two-way clutch and a speed reducer. be able to.

1 is an overall system diagram showing a motor four-wheel drive vehicle to which a power transmission control device of Embodiment 1 is applied. It is sectional drawing which shows the final drive of the motor four-wheel drive vehicle to which the power transmission control apparatus of Example 1 was applied. It is a flowchart which shows the flow of the clutch engagement control process performed by the e-4WD control unit of Example 1. FIG. FIG. 6 is a calculation formula and a calculation map diagram of a motor rotation increasing speed with respect to viscosity in the clutch engagement control process of the first embodiment. FIG. 6 is a calculation formula and a calculation map diagram of a motor rotation increasing speed with respect to an oil amount in the clutch engagement control process in the first embodiment. It is explanatory drawing of the roller jump generation | occurrence | production mechanism at the time of the inner ring | wheel input to a 2-way clutch. It is explanatory drawing of the roller jump generation | occurrence | production mechanism at the time of the outer ring | wheel input to a 2-way clutch.

Explanation of symbols

1L, 1R left and right front wheels (main drive wheels)
2 Engine
3L, 3R Left and right rear wheels (sub driven wheels)
4 Motor (electric motor)
5 Transmission & differential gear 6 Endless belt 7 Generator (generator)
8 e-4WD control unit 9a, 9b Power cable 10 Junction box 11 Final drive 12 2-way clutch (intermittent mechanism)
12a Outer ring with second gear (outer ring member)
12b Inner ring (inner ring member)
12c roller 12d cage 13 electromagnetic clutch 14 gear reducer 15 differential gear 20 4WD switch 21 ABS control unit 22 automatic transmission control unit 23 engine control unit 24 combination meter 25 4WD warning light 26 4WD indicator light 27 oil temperature sensor (unit friction) Detection means)
28 Oil quantity sensor (unit friction detection means)

Claims (6)

In a vehicle power transmission control device for outputting a drive input from a drive source via an intermittent mechanism and a speed reducer,
The intermittent mechanism includes an outer ring member, an inner ring member, a roller, and a cage, and a clutch engagement that moves the roller to a wedge space in response to an external command, and a clutch release that holds the roller in a neutral position. Are provided with a two-way clutch to be controlled,
A power transmission control device for a vehicle, comprising: clutch engagement control means that regulates the rising speed of the clutch input rotational speed to be equal to or less than a rising speed limit value that does not cause a roller jump when the two-way clutch is engaged. . In the vehicle power transmission control device according to claim 1,
Unit friction detection means for detecting unit friction of a drive unit configured to include the two-way clutch is provided,
The power transmission control device for a vehicle according to claim 1, wherein the clutch engagement control means sets the rising speed limit value to a larger value as the detected unit friction is higher. In the vehicle power transmission control device according to claim 2,
The unit friction detection means detects a value corresponding to the oil temperature of the lubricating oil in the drive unit. In the vehicle power transmission control device according to claim 2,
The power transmission control device for a vehicle, wherein the unit friction detection means detects the amount of lubricating oil in the drive unit. In the vehicle power transmission control device according to any one of claims 1 to 4,
The clutch engagement control means 2 when the engagement of the-way clutch, obtains a first rotation increase rate viscosity of the lubricating oil in the drive unit is higher large value, the relative reference rotation increase rate that does not generate a roller jump A first coefficient is obtained as a ratio of the first rotation increase speed , a second rotation increase speed that becomes a larger value as the amount of lubricating oil in the drive unit increases, and the second rotation increase speed with respect to the reference rotation increase speed. It obtains a second coefficient as a ratio of the power transmission control device for a vehicle and obtaining the increase rate limit value multiplied by said first coefficient and the second coefficient to the reference rotation increase rate. The vehicle power transmission control device according to any one of claims 1 to 5,
The vehicle drives main driving wheels by an engine, drives driven wheels by an electric motor, and the electric motor is a motor four-wheel drive driven by electric energy generated by a generator driven by the engine. Driving car,
2. The vehicle power transmission control device according to claim 1, wherein the two-way clutch is an intermittent mechanism provided with a gear reducer in a drive unit of a driven wheel having the electric motor.

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