WO2018123393A1

WO2018123393A1 - Motive power transmission control device

Info

Publication number: WO2018123393A1
Application number: PCT/JP2017/042489
Authority: WO
Inventors: 大貴井上
Original assignee: アイシン・エーアイ株式会社
Priority date: 2016-12-27
Filing date: 2017-11-28
Publication date: 2018-07-05
Also published as: JP2018103860A; JP6729355B2

Abstract

The present invention addresses the problem of providing a motive power transmission control device which is provided with a switching mechanism for performing switching to connect and disconnect motive power transmission between a first rotational shaft having a first motive power source and a second motive power source connected thereto, and a second rotational shaft rotating in conjunction with an axle, and which, when the switching mechanism is switched from a disconnected state to a connected state during travel of a vehicle, promptly and accurately switches the adjustment of the rotational frequency of the first rotational shaft. A control unit executes: first rotational frequency control processing for controlling the rotational frequency of the first rotational shaft using at least the first motive power source until the rotational difference becomes a first prescribed rotational difference or smaller; and, after the rotational difference has become the first prescribed rotational difference or smaller as a result of the first rotational frequency control processing, second rotational frequency control processing for controlling the rotational frequency of the first rotational shaft using the second motive power source, which is capable of adjusting the rotational frequency with high accuracy, while controlling the first motive power source to a fixed torque, such that the rotational difference matches a second prescribed rotational difference smaller than the first prescribed rotational difference.

Description

Power transmission control device

The present invention relates to a power transmission control device mounted on a vehicle.

A switching mechanism for switching between transmission and reception of power transmission between the first power source, the first power source and the axle, a second power source for transmitting power to the axle, a switching operation of the switching mechanism, and A control unit configured to control operations of the first power source and the second power source, and transmitting power of the first power source to an axle according to a traveling state or the like while traveling by the second power source When it becomes necessary, the control unit adjusts the rotational speed of the first power source to make the switching mechanism switchable from the disconnected state to the connected state, and the power transmission control device shown in Patent Document 1 is known. It has become.

Further, a first power source, a first power source connected to the first power shaft and capable of adjusting the number of rotations of the first power shaft, and a second power source connected to the first power shaft. A second rotation shaft that rotates in conjunction with an axle, a first rotation number detection unit that detects the rotation number of the first rotation shaft, and a second rotation number detection unit that detects the rotation number of the second rotation shaft A switching mechanism for switching between connection and disconnection of power transmission between the first rotation shaft and the second rotation shaft, connection and disconnection switching operation of the switching mechanism, and operations of the first power source and the second power source A power transmission control device shown in Patent Document 2 having a control unit for controlling the motor has been known.

When the control unit switches power transmission from the disconnection state to the connection state in the switching mechanism, the first rotation shaft can be switched by the first power source so that the switching can be performed without using a synchronization mechanism such as a synchronizer ring. Control the rotation speed of

JP, 2013-43592, A Patent No. 6019732

The power transmission control devices of

Patent Documents

1 and 2 adjust the rotational speed only by the first power source. For this reason, when using a power source which is difficult to adjust a high rotational speed with a high output, it becomes difficult to properly adjust the rotational speed. On the other hand, when using a motive power source capable of fine adjustment of the number of revolutions with a low output as the first motive power source, it takes time to adjust the number of revolutions, and rapid switching becomes difficult. Energy losses such as losses increase.

The present invention is provided with a switching mechanism that performs switching between power transmission and disconnection between a first rotation shaft to which a first power source and a second power source are connected, and a second rotation shaft that rotates in conjunction with an axle. An object of the present invention is to provide a power transmission control device that switches the adjustment of the rotation speed of the first rotation shaft quickly and accurately when switching the switching mechanism from the disconnection state to the connection state while the vehicle is traveling.

In order to solve the above-mentioned subject, it is connected to the 1st axis of rotation, the 1st power source which can be connected to the 1st axis of rotation, and can adjust the number of rotations of the 1st axis of rotation, and it is connected to the 1st axis of rotation. A second power source different from the first power source capable of adjusting the rotational speed of the first rotary shaft with higher accuracy than the first power source, a second rotary shaft that rotates in conjunction with an axle, and the first power source A first rotation number detection unit that detects the rotation number of the rotation shaft, a second rotation number detection unit that detects the rotation number of the second rotation shaft, and the first rotation shaft and the second rotation shaft And a control unit configured to control the connection switching operation of the switching mechanism and the operation of the first power source and the second power source, the control unit performing the switching When the power transmission is switched from the disconnected state to the connected state in the mechanism, before the second rotation speed detecting unit detects The first rotation number detection unit detects the number of rotations after switching, which is the number of rotations of the first rotation shaft when the switching mechanism is in the connected state, which is determined based on the number of rotations of the second rotation shaft A differential rotation calculation process for calculating a differential rotation which is a rotational speed difference obtained by subtracting the rotational speed of the first rotation shaft, and at least until the differential rotation calculated by the differential rotation calculation process becomes equal to or less than a first predetermined differential rotation. A first rotation speed control process of controlling the rotation speed of the first rotation shaft by the first power source; and after the differential rotation becomes equal to or less than the first predetermined differential rotation by the first rotation speed control process; The rotation of the first rotary shaft is controlled by the second power source while controlling the first power source to a constant torque so as to make the differential rotation coincide with a second predetermined differential rotation smaller than the first predetermined differential rotation. A second speed control process to control the Characterized in that it is executable configured is.

The first power source is an engine, the second power source is a motor generator, and the control unit calculates a maximum torque that can be generated by the motor generator, and the maximum torque calculation process. It is possible to execute target engine torque calculation processing for calculating the torque of the engine that maximizes the fuel efficiency of the engine when the motor generator applies load torque to the engine within the calculated maximum torque range. In the first rotation speed control process, the engine torque is generated to coincide with the target engine torque calculated by the target engine torque calculation process, and at the same time the torque of the motor generator is generated. Rotational speed change which is rotational speed change per unit time of one rotation axis It may be used as to control the first rotary shaft to a predetermined change rate.

The first power source is an engine, the second power source is a motor generator, and in the first rotation speed control processing, the differential rotation calculated by the differential rotation calculation processing has a negative value, At the same time as the engine speed is switched to the fuel cut state, power may be generated by the motor generator.

The first power source is an engine, the second power source is a motor generator, and in the first rotation speed control process, when the differential rotation calculated by the differential rotation calculation process is a positive value, At the same time as generating the torque of the engine so as to increase the number of revolutions of the engine, power may be generated by the motor generator.

The first rotational speed control process for adjusting the rotational speed of the first rotary shaft by the first power source, and the second power source capable of adjusting the rotational speed with higher accuracy than the first power source By the second rotation speed control process of adjusting the rotation speed, it is possible to quickly and accurately adjust the rotation speed of the first rotation shaft for switching the switching mechanism from the disconnected state to the connected state.

It is a motive power transmission block diagram of the power transmission control apparatus to which this invention is applied. (A) is an enlarged view of the low speed input gear and the sleeve in a state in which the uplock occurs, and (B) is an enlarged view of the splined low speed input gear and the sleeve. It is a block diagram showing composition of a control part. It is a timing chart figure at the time of shift down. It is a characteristic graph of engine speed and torque of an engine.

FIG. 1 is a power transmission configuration diagram of a power transmission control device to which the present invention is applied, and FIG. 2 (A) is an enlarged view of a low speed input gear and a sleeve in a state where an uplock occurs. B) is a magnified view of the splined low speed input gear and sleeve. The power transmission control device 1 is mounted on a vehicle such as a private car and controls power transmission to the pair of left and

right wheels

2 and 3 of the vehicle.

The power transmission control device 1 includes a first rotation shaft 4, a second rotation shaft 8 that rotates in conjunction with the

axles

6, 7, and a third different from the first rotation shaft 4 and the second rotation shaft 8. It is possible to adjust the rotation speed of the first rotation shaft 4 and the engine 11 provided so that the rotation speed of the first rotation shaft 4 can be adjusted by outputting power to the rotation shaft 9 and the first rotation shaft 4 A first motor generator 12 provided in this manner, and a second motor generator 13 provided to output power to the third rotating shaft 9 to adjust the number of rotations of the third rotating shaft 9; There is.

Furthermore, the power transmission control device 1 has a first switching mechanism 14 which is a switching mechanism for performing connection switching of power transmission between the first rotation shaft 4 and the second rotation shaft 8, and the second rotation. A second switching mechanism 16 is provided to switch between power transmission and disconnection between the shaft 8 and the third rotation shaft 9.

The engine 11 is an example of a first power source, the first generator 12 is an example of a second power source, and the second motor generator 13 is an example of a third power source. Further, the first motor generator 12 can adjust the rotational speed of the first rotary shaft 4 with higher accuracy than the engine 11.

The first switching mechanism 14 includes a hub 17 mounted so as to rotate integrally with the first rotation shaft 4 and a pair of

input gears

18 and 21 mounted in a free rotation state on the first rotation shaft 4; A pair of

output gears

23 and 24 mounted so as to rotate integrally with the second rotation shaft 8, and mounted so as to rotate together with the outer periphery of the hub 17, can slide in the axial direction of the first rotation shaft 4 And a sleeve 26.

One of the pair of

input gears

18 and 21 is a small diameter low speed input gear 18, and the other is a large diameter high speed input gear 21. The hub 17 is disposed between the pair of

input gears

18 and 21. One of the pair of

output gears

23 and 24 is a large diameter low speed output gear 23 always meshing with the low speed input gear 18 and the other is a small diameter high speed output gear 24 always meshing with the high speed input gear 21.

Pieces

19 and 22 projecting toward the hub 17 are integrally formed on the

input gears

18 and 21, respectively. In other words, the hub 17 is disposed so as to be sandwiched between the pair of

pieces

19 and 22 and is adjacent to both.

Spline teeth 26a are formed at equal intervals, so that the outer periphery of the hub 17 and the inner periphery of the sleeve 26 are spline-connected. Spline teeth 19a are formed on the outer periphery of each of the

pieces

19 and 22 at equal intervals so as to enable spline connection with the inner periphery of the sleeve 26. Incidentally, FIG. 2 shows the state of the low speed input gear 18 and the sleeve 26, but the state of the high speed input gear 21 and the sleeve 26 is the same.

When the sleeve 26 slides toward the low speed input gear 18, the outer periphery of the piece 19 of the low speed input gear 18 and the inner periphery of the sleeve 26 are splined to each other, and the low speed input gear 18 including the piece 19. Integrally rotate with the hub 17 and the sleeve 26. In this state, the power of the first rotary shaft 4 is transmitted to the second rotary shaft 8 at a low speed.

When the sleeve 26 slides toward the high-speed input gear 21, the outer periphery of the piece 22 of the high-speed input gear 21 and the inner periphery of the sleeve 26 are spline-coupled, and the high-speed input gear 21 including the piece 22 Integrally rotate with the hub 17 and the sleeve 26. In this state, the power of the first rotation shaft 4 is transmitted at high speed to the second rotation shaft 8.

When the sleeve 26 slides to the disengagement position between the adjacent pair of

pieces

19 and 22, the sleeve 26 is not splined to any of the pair of

pieces

19 and 22, and The power of the first rotation shaft 4 is not transmitted to the second rotation shaft 8 in the disengagement state.

That is, the first switching mechanism 14 performs gear change switching in the connected state as well as the connection and disconnection switching. Further, according to the above configuration, the hub 17, the pair of

pieces

19 and 22, and the sleeve 26 constitute

dog clutches

27 and 28 for connecting and disconnecting power by spline coupling / uncoupling. In other words, the first switching mechanism 14 is a dog clutch type switching mechanism.

At the both ends of the sliding range of the sleeve 26, engagement completion positions where the sleeve 26 is completely splined with the piece 19 of the low speed input gear 18 are respectively set. When the sleeve 26 is slid further toward the end than the engagement completion position in the sliding range, a pressing completion state where the sleeve 26 is pressed against the stopper (not shown) is obtained.

Between the engagement complete position and the engagement release position within the sliding range of the sleeve 26, the

spline teeth

19a and 26a of the sleeve 26 and the

pieces

19 and 22 are in contact with each other and power is not transmitted. The engagement start position to be in the state is set.

Incidentally, although the hub 17 and the sleeve 26 are always splined, the sleeve 26 and the

pieces

19 and 22 are not always splined, and the splined state is released and the splined. Switching from one of the states to the other and the other to the other is performed. For this reason, in order for the

pieces

19 and 22 and the sleeve 17 to be smoothly splined in connection with the sliding of the sleeve 26, the facing tips of the

spline teeth

19a and 26a of the both are pointed in a bowl shape, respectively. Chamfers 19a1 and 26a1 are formed.

Even if one spline tooth 19a1 is not accurately positioned in the tooth groove formed between the other spline teeth 19a1 and 19a1, both can be engaged by utilizing the action of the chamfers 19a1 and 26a1. become.

However, while the phases of the

pieces

19 and 22 and the sleeve 26 completely match, the circumferential position of the chamfer 19a1 matches, and the rotational phase is the same, the sleeve 26 is slid to the engagement completion position. Then, as shown in FIG. 2A, an up lock occurs in which the tips of the chamfers 19a1 and 26a1 abut each other, and the engagement is hindered.

In order to prevent the occurrence of the uplock and smoothly complete the engagement as shown in FIG. 2B, the

pieces

19, 22 and the pushing action of the chamfers 19a1 and 26a1 are generated. It is necessary to slide the sleeve 26 to the engagement complete position while the rotational phase of the sleeve 26 is not completely in phase.

In addition, when the rotational difference ΔN which is the difference between the rotational speed N1 of the

pieces

19 and 22 and the rotational speed N2 of the sleeve 26 is large, the rotational phase relationship between the

pieces

19 and 22 and the sleeve 26 is not stable in the first place It becomes difficult to smoothly slide the

pieces

19 and 22 to the engagement completion position. On the other hand, assuming that the rotational difference ΔN is 0, the uplock occurs when the rotational phases of the

pieces

19 and 22 and the sleeve 26 completely coincide with each other.

That is, the number of rotations is such that the rotation difference ΔN is a target rotation difference which is a predetermined value within an optimum range which is a value sufficiently smaller than the rotation speed N1 and the rotation speed N2 and larger than 0. By executing the above control, it is possible to smoothly switch the

dog clutches

27 and 28 from the disconnected state to the connected state without using a synchronization mechanism such as a synchronizer ring.

Specifically, the rotation difference ΔN is made the target rotation difference by matching the rotation speed of the first rotation shaft 4 to the rotation speed after switching which is a predetermined value by the engine 11 and the first motor generator 12. Do. The post-switching rotational speed is the rotational speed of the second rotary shaft 8 at that time, and after switching of the

dog clutches

27 and 28 which are to be switched from the disconnected state to the connected state in the first switching mechanism 14 It can be obtained from the reduction ratio of the first switching mechanism 14 in.

Incidentally, the sliding operation of the sleeve 26 for switching the connection and disconnection of the

dog clutches

27 and 28 is performed by the first actuator 29 shown in FIG.

The power of the second rotation shaft 8 is transmitted to the differential mechanism 33 via the drive gear 31 and the driven gear 32. The differential mechanism 33 distributes the power from the second rotating shaft 8 to the left and

right axles

6 and 7. Incidentally, the left and

right wheels

2 and 3 may be the rear wheels or front wheels of the vehicle.

The second switching mechanism 16 is a hub 34 mounted so as to rotate integrally with the third rotation shaft 9, and a gear supported in an idle state on the third rotation shaft 9 and always meshing with the drive gear 31. 36 and a sleeve 38 mounted on the outer periphery of the hub 34 so as to be integrally rotatable and slidable in the axial direction of the third rotation shaft 9. The gear 36 integrally has a piece 37 projecting toward the hub 34.

The hub 34, the gear 36 including the piece 37, and the sleeve 38 are configured the same as or substantially the same as the hub 17, the input gears 18 and 21 including the

pieces

19 and 22, and the sleeve 26. Therefore, the piece 37 and the sleeve 38 constitute a dog clutch 39. That is, the second switching mechanism 16 is also a dog clutch type switching mechanism, similarly to the first switching mechanism 14.

When the sleeve 38 is slid to the piece 37 adjacent to the hub 34, the sleeve 38 is splined to both the hub 34 and the piece 37, switching of the dog clutch 39 is performed, and the second The power of the third rotating shaft 9 rotationally driven by the motor generator 13 is switched to the motor operating state in which the power is transmitted to the second rotating shaft 8.

When the sleeve 38 is slid to a position away from the gear 36, the sleeve 38 is splined only with the hub 34, the dog clutch 39 is disconnected and switched, and the second motor generator 13 rotationally drives it. The power of the third rotating shaft 9 is switched to the motor non-operating state where the power of the third rotating shaft 9 is not transmitted to the second rotating shaft 8.

Incidentally, also when switching from the disconnected state to the connected state of the dog clutch 39, the first rotating shaft by the engine 11 and the first motor generator 12 at the time of switching from the disconnected state to the connected state of the

dog clutches

27 and 28. Similar to the adjustment of the rotational speed of 4, the rotational speed of the third rotation shaft 9 is adjusted by the second motor generator 13.

Further, the sliding operation of the sleeve 38 for switching the connection and disconnection of the dog clutch 39 is performed by the second actuator 41 shown in FIG.

Control of connection / disconnection switching of the three

dog clutches

27, 28, 39 is performed by a control unit 42 shown in FIG.

FIG. 3 is a block diagram showing the configuration of the control unit. The control unit 42 is configured by one microcomputer or a plurality of microcomputers interconnected by CAN or the like. Incidentally, one of the plurality of microcomputers constituting the control unit 42 may be an ECU which is a dedicated microcomputer for controlling the engine 2.

On the input side of the control unit 42, a first rotation sensor 43, which is a first rotation number detection unit that detects the rotation number of the first rotation shaft 4, and a second rotation that detects the rotation number of the second rotation shaft 8. The second rotation sensor 44, which is a number detection unit, the third rotation sensor 46, which is a third rotation number detection unit that detects the number of rotations of the third rotation shaft 9, and the position detection unit that detects the slide position of the sleeve 26 The first position sensor 47, which is the second position sensor 47, and the second position sensor 48, which is a position detection unit that detects the slide position of the sleeve 38, are connected.

The engine 11, the first motor generator 12 and the second motor generator 13, and the first actuator 29 and the second actuator 41 are connected to the output side of the control unit 26.

Each of the first actuator 29 and the second actuator 41 includes an electric motor or the like for generating a driving force for sliding the

sleeves

26, 38.

When switching from the motor non-operating state to the motor operating state by the second switching mechanism 16 while the vehicle is traveling, the control unit 42 first performs the third rotation shaft by the second motor generator 13 as described above. The rotational speed of 9 is adjusted to synchronously rotate the sleeve 38 and the piece 37 with the target rotational difference, and in this state, the dog clutch 39 is switched from the disconnected state to the connected state.

One of the two

dog clutches

27 and 28 is used to switch down from the high speed state to the low speed state by the first switching mechanism 14 or switch up from the low speed state to the high speed state while the vehicle is traveling. In order to switch the connection state from the connection state to the disconnection state, the sleeve 26 is slid from the pressing completion position of the

dog clutches

27, 28 by the first actuator 29 to the engagement release position, and the first switching mechanism 14 is in the connection state After switching from the second state to the disconnected state, the other of the two

dog clutches

27 and 28 is switched from the disconnected state to the connected state to switch the first switching mechanism 14 from the connected state to the disconnected state.

When switching the

other dog clutches

27 and 28 from the disconnected state to the connected state, the speed reduction ratio is different before and after switching from one of the high speed state and the low speed state to the other or from the other. It is necessary to perform synchronous processing to match the target rotational difference. In other words, it is necessary to make the first rotational shaft 4 coincide with the post-switching rotational speed.

Incidentally, the adjustment of the rotational speed to the post-switching rotational speed of the first rotating shaft 4 is performed using both the engine 11 and the first motor generator 12.

Specifically, the control unit 42 first obtains the post-switching rotational speed from the rotational speed of the second rotation sensor 44 detected by the second rotation sensor 44, and subsequently, the calculated post-switching rotation A differential rotation calculation process 42a is performed to calculate a differential rotation which is the difference between the number and the rotational speed of the first rotation shaft 4 detected by the first rotation sensor 43. Specifically, the differential rotation is a value obtained by subtracting the number of rotations of the first rotation shaft 4 detected by the first rotation sensor 43 from the number of rotations after switching. For this reason, when the differential rotation is negative, the first rotation number is reduced, which is the control content at the time of the shift up. On the other hand, when the differential rotation is positive, the first rotation number is increased, which is the control content at the time of the shift down.

The control unit 42 executes the differential rotation calculation process 42a, and based on the calculation result, the first rotation by the engine 11 until the differential rotation becomes equal to or less than a predetermined first predetermined differential rotation. A first rotation speed control process 42b is performed to control the rotation speed so that the rotation speed of the shaft 4 approaches the after-switching rotation speed. At the time of execution of the first rotation speed control process 42b, the control unit 42 may adjust the rotation speed of the second rotation shaft 8 using the first motor generator 12 together. Incidentally, the post-switching rotational speed also changes sequentially as the rotational speed of the second rotation shaft 8 changes with the passage of time.

After the differential rotation becomes equal to or less than the first predetermined differential rotation by execution of the first rotation speed control processing 42 b, the control unit 42 executes the differential rotation calculation processing 42 a, and the calculation result is Based on the first motor generator 12, the rotational speed of the first rotary shaft 4 is controlled by the first motor generator 12 while controlling the engine 11 to a constant torque so that the differential rotation matches the predetermined second predetermined differential rotation. The second rotation speed control process 42c to control is performed. The second predetermined differential rotation is set to a value smaller than the first predetermined differential rotation and to a value close to zero or zero.

The intention to make the engine 11 constant at 0 or a predetermined small torque during execution of the second rotation speed control process 42c is to prevent the influence of engine friction.

FIG. 4 is a timing chart at the time of downshifting. The contents of the first rotation speed control process 42 b and the second rotation speed control process 42 c are as shown in FIG. First, the control unit 42 executes the first rotation speed control process 42b by the engine 11 that performs large output and rough adjustment of the rotation speed. Further, at this time, the control unit 42 uses the first motor generator 12 as a supplement.

Since it is necessary to lower the rotational speed of the first rotating shaft 4 when the differential rotation is negative due to shift-up switching or the like at the time of execution of the first rotational speed control process 42b, the fuel is cut to the engine 11 While generating electric power by the first generator 12 to generate a constant torque as a resistance. The power generated in this manner is charged into a battery or the like.

On the other hand, at the time of execution of the first rotation speed control process 42b, if the differential rotation is positive by shift down switching etc., it is necessary to increase the rotation speed of the first rotation shaft 4 Generates an engine torque so that the first generator 12 generates electric power.

The control unit 42 performs the second rotation speed control process by the first motor generator 12 capable of adjusting the rotation speed of the first rotation shaft 8 with high accuracy after the execution of the first rotation speed control process 42 b. Execute 42c.

Since the fine adjustment function of the rotational speed of the first motor generator 12 is superior to that of the engine 11, the value of the differential rotation can be more rapidly 0 or near 0 when executing the second rotational speed control process 42c. It is possible to match the second predetermined differential rotation which is

FIG. 5 is a characteristic graph of engine speed and torque. The control unit 42 calculates the maximum torque that can be generated by the second motor generator 12, and the second motor generator 12 within the range of the maximum torque calculated by the maximum torque calculation process 42 d. The target engine torque calculation process 42e for calculating the torque of the engine 11 which maximizes the fuel efficiency of the engine 11 when the load torque is applied to the engine 11 can be respectively executed.

The control unit 42 generates the torque of the engine so as to coincide with the target engine torque calculated by the target engine torque calculation process 42e in the first rotation speed control process 42b, and at the same time the first motor generator A torque of 12 is generated, and the first rotation shaft 4 is controlled such that the rotation speed change rate, which is the rotation speed change per unit time of the first rotation shaft 4, becomes a predetermined change rate.

By such control, the value of the torque (Te) against the number of revolutions (Ne) of the engine 2 passes through the inside of the inner circle, and the fuel efficiency of the engine 11 can be improved, and it is efficient. It will be possible to generate electricity. This control is applicable to both upshifts and downshifts. Incidentally, the characteristic shown in FIG. 4 is an inherent characteristic of the engine 11.

According to the power transmission control device 1 configured as described above, the synchronous processing of the rotational speed for switching the connection of the

dog clutches

27 and 28 can be executed accurately and quickly, and the fuel efficiency of the engine 11 is achieved. Also improve. Incidentally, since the power generation efficiency by the first motor generator 12 is improved as the absolute value of the differential rotation is larger, it is possible to achieve both the speeding-up of the synchronous processing and the increase of the fuel efficiency.

4 1st rotation shaft 6 axle 7 axle 8 2nd rotation shaft 11 engine (1st power source)
12 1st motor generator (2nd power source)
14 First switching mechanism (switching mechanism)
42 control unit 43 first rotation sensor (first rotation detection unit)
44 Second rotation sensor (second rotation detection unit)

Claims

A first rotation axis,
A first power source connected to the first rotation shaft and capable of adjusting the number of rotations of the first rotation shaft;
A second power source different from the first power source connected to the first rotation shaft and capable of adjusting the rotational speed of the first rotation shaft with higher precision than the first power source;
A second rotating shaft that rotates in conjunction with the axle,
A first rotation number detection unit that detects the rotation number of the first rotation shaft;
A second rotation number detection unit that detects the rotation number of the second rotation shaft;
A switching mechanism for switching between transmission and reception of power transmission between the first rotation shaft and the second rotation shaft;
A control unit that controls connection / disconnection switching operation of the switching mechanism and operations of the first power source and the second power source;
The control unit
When switching the power transmission from the disconnection state to the connection state in the switching mechanism, the switching mechanism determined based on the rotation speed of the second rotation shaft detected by the second rotation speed detection unit is in the connection state A differential rotation which is a rotational speed difference obtained by subtracting the rotational speed of the first rotational shaft detected by the first rotational speed detection unit from the rotational speed after switching which is the rotational speed of the first rotational shaft Calculation processing,
First rotation number control processing for controlling the number of rotations of the first rotation shaft by at least the first power source until the differential rotation calculated by the differential rotation calculation processing becomes equal to or less than a first predetermined differential rotation;
After the differential rotation becomes equal to or less than the first predetermined differential rotation by the first rotation speed control process, the differential rotation is made to coincide with a second predetermined differential rotation smaller than the first predetermined differential rotation. A power transmission control device configured to be able to execute second rotation speed control processing in which the rotation speed of the first rotating shaft is controlled by the second power source while controlling the first power source to a constant torque.
The first power source is an engine,
The second power source is a motor generator,
The control unit
Maximum torque calculation processing for calculating the maximum torque that the motor generator can generate;
Target engine torque calculation for calculating the torque of the engine that maximizes the fuel efficiency of the engine when the motor generator applies load torque to the engine within the range of the maximum torque calculated by the maximum torque calculation process Are configured to be able to execute processing and
In the first rotation speed control process, the torque of the motor generator is generated at the same time as the torque of the engine is generated so as to match the target engine torque calculated by the target engine torque calculation process. The power transmission device according to claim 1, wherein the first rotation shaft is controlled such that a rotational speed change rate, which is a rotational speed change per unit time, becomes a predetermined change rate.
The first power source is an engine,
The second power source is a motor generator,
In the first rotation speed control process, when the differential rotation calculated by the differential rotation calculation process is a negative value, the motor generator generates power at the same time as making the engine rotation speed into a fuel cut state. The power transmission device according to Item 1.
The first power source is an engine,
The second power source is a motor generator,
In the first rotation speed control process, when the differential rotation calculated by the differential rotation calculation process is a positive value, the torque of the engine is generated at the same time as the engine rotational speed is increased. The power transmission device according to any one of claims 1 and 2, wherein power generation is performed by a motor generator.