JP2000168404A - Prime moter device for motor vehicle peforming synchronous gear shifting - Google Patents

Abstract

PROBLEM TO BE SOLVED: To freely execute the gear shifting operation of a mechanical reduction gear by regulating the rotating speed of a prime motor to the rotating speed of an axle corresponding to the traveling speed of a motor vehicle, considering the change gear ratio by a gear, and synchronizing a pair of gears. SOLUTION: When a driver holds and moves an operation lever in an intended direction, and the operation lever reaches a position for shift preparation, a detecting device detects it and generates a signal. On receiving this signal, a control computer 400 inputs the signal from a rotating speed sensor 510, calculates the intended number of speed judged from the position for shift preparation, and calculates the appropriate input shaft rotating speed of a mechanical reduction gear 200. This speed is compared with the actual speed inputted from a rotating speed sensor 520, and when it is conformed thereto, the intended engagement of gears is selected by a selecting device. When it is not conformed, the rotating speed of a prime motor 100 is regulated through a rotating speed regulating mechanism 50, and this operation is continued until it is conformed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a mechanical gear by adjusting the rotational speed of a prime mover in consideration of the speed ratio of a gear to the rotational speed of an axle corresponding to the traveling speed of an automobile, and synchronizing the gear pair. The present invention relates to a technology for freely performing a shift operation of a transmission and realizing an efficient and low-cost automotive prime mover device using a prime mover and a mechanical gear transmission.

[0002]

2. Description of the Related Art Although the time point of occurrence is slightly before and after, as the railway has evolved from a steam locomotive to a diesel car, and further to an electric locomotive and a train, the current automobile will be used to reduce exhaust gas, suppress noise, It is expected that electrification will take place in response to demands for resource saving.

If the combined state of the prime mover and the transmission is referred to as a prime mover device, in a prime mover device for a motor vehicle including a prime mover and a mechanical gear transmission, a clutch is provided between the prime mover and the transmission to perform a shift operation. Each time the transmission is performed, the transmission of the driving force is temporarily interrupted by a clutch, and the peripheral speeds of the gear pairs to be shifted are synchronized by a synchronizing device such as a synchronizer provided in the transmission, thereby meshing the gears.
Further, when releasing the meshing of the gears, the power is shut off by the clutch to shift to the neutral state.

In an electric vehicle using an electric motor as a prime mover and a hybrid electric vehicle using an internal combustion engine and an electric motor as a prime mover, which will become the mainstream of an automotive prime mover, will there be no transmission mechanism between the prime mover output shaft and the drive wheels? A device equipped with a mechanical continuously variable transmission or a hydraulic transmission has been proposed. Although there is an example in which a mechanical gear transmission is provided, this has a clutch and switches the gear by disconnecting the clutch as in the case of using an internal combustion engine as a prime mover.

[0005]

As a general motor device, an internal combustion engine + clutch + mechanical gear transmission or an electric motor + clutch + mechanical gear transmission has been popular. The generalization of compound motors (also referred to as hybrid motors) that combine an internal combustion engine and an electric motor has been generalized. It has been found that other more suitable configurations are possible due to the ease of implementation with out-of-the-box precision.

In an example of a model recently released as a hybrid electric vehicle, an internal combustion engine, a generator, and an electric motor are connected by a planetary gear, which is a type of a differential gear. The output shaft of the hybrid motor is not provided with a transmission, and the planetary gears merely adjust the rotational speed relationship among the internal combustion engine, the generator, and the motor. Although our company has been conducting research and development on a model similar to this at one time, Japanese Patent Laid-Open No. 9-31062
Finally, the development of a hybrid motor using differential gears was terminated.

This is because although the hybrid prime mover of this embodiment can make a remarkable leap when compared with a conventional prime mover device in which an internal combustion engine and a transmission are set, the research and test results obtained by our company From the viewpoint, 1. 1. Weak because the low-speed torque mainly depends on the generated torque of the motor 2. Inadequate energy flow and lack of energy-saving ability at high speed driving. 3. It is difficult to secure the strength of the planetary gear, and it is not suitable for trucks and the like. The problem is that there is a shortage of maximum output for the equipment to be equipped, and these are all fundamental defects of the hybrid prime mover using differential gears.

[0008] 1. As for the problem of low-speed torque, electric motors can easily obtain strong low-speed torque in comparison with internal combustion engines, but they can achieve performance equivalent to that of current high-performance motors equipped with appropriate transmissions. Not necessarily. This is possible within a range that does not exceed the magnetic saturation limit of the electric motor, and the limit is not so large in addition to the weakness of the storage battery. A simple and reliable solution to this is to provide a transmission between the motor and the drive shaft.

1. The lack of energy-saving capability is remarkable in the high-speed range, and the corresponding energy-saving effect can be improved in the low-speed range, but the fuel efficiency is lower than that of the conventional car during high-speed running. This is a bird's eye view of future highway development,
It is hard to say what we want, and we need to improve it immediately. The cause of this is that in the case of a differential type hybrid prime mover, when the power generation by the so-called generator is stopped, the rotational force generated by the internal combustion engine loses the reaction force, and the power cannot be transmitted to the direction of the motor connected to the drive shaft, so that It is not possible to stop power generation for the purpose of avoiding it. The structure in which power generation must be continued always causes a loss accompanying the conversion of energy, which is a significant problem in a high-speed region. This is because the thermal efficiency of the conventional internal combustion engine is fairly good in the high-speed region even as it is, and it is most efficient to use it as it is for the driving force.

[0010] 3. The use of planetary gears as differential gears has the advantage of making it easy to compact a hybrid prime mover, but because of its strength problems, it can be as small as a light-duty truck, but it is universally used in automobiles in general. It is not applicable.

4. The problem is serious. In other words, a prime mover is a machine that efficiently generates as much kinetic energy as possible from given resources such as fuel and equipment, and the amount of power that can be generated with low pollution and energy saving ability depends on the prime mover. It can also be said that it is a ruler for measuring fate. For example, if the differential gear type hybrid prime mover is constituted by an internal combustion engine having an output of 50 kilowatts and a generator of 25 kilowatts and a motor of 50 kilowatts, respectively, the generator and the motor are structured as follows. In general, it seems that if the total power of the three is given, it is possible to obtain an output of 125 kilowatts within a short period of time when the storage battery has power. However, in practice, 25 kilowatts of the internal combustion engine output goes to the generator, and the remaining 25 kilowatts plus the motor 50 kilowatts add up to only 75 kilowatts. In other words, in the above example, if an appropriate configuration is adopted, only equipment capable of generating 125 kW is mounted, but only 75 kW is generated. In other words, the prime mover has a small output for the weight.

[0012]

SUMMARY OF THE INVENTION The present invention is, as a first starting point, a desire to provide a mechanical gear transmission between an electric motor and a drive shaft to eliminate the low speed torque problem of a hybrid prime mover. Was. As described above, an electric vehicle using a motor or a hybrid motor as a prime mover is low in both low speed torque and maximum output. The problem of maximum output is another problem, and the problem of low-speed torque can be solved quite simply by installing a transmission between the electric motor and the drive shaft.

[0013] As a result of a test and research on the type of transmission to be equipped for the above purpose, the following devices were selected as candidates, as filed sequentially. 1. 1. Fluid automatic transmission (also called torque converter) 2. Inclined pulley type continuously variable transmission (also referred to as CVT) As a result of a comparative study of the mechanical gear transmission, the low-speed torque of the electric motor is larger than the low-speed torque of the current internal combustion engine. It has been found that it is difficult to use a fluid automatic transmission, and that heat generation is large and not efficient. Also, 2. Compared to the one applied to the internal combustion engine in the inclined pulley type continuously variable transmission,
From the relationship of the torque characteristics, it was found that a large tension force was required on the steel belt, and there was no prospect of ensuring durability, and that the energy saving effect was lost as the tension force was increased. After all, although it is common, it is the same as the conventional 3. I have learned that the mechanical gear transmission has the best efficiency and can be a system with sufficient strength and durability.

However, this time, a major problem was encountered in how to control the gear shift of the mechanical gear transmission. If only a motor is used as the prime mover, the problem of the normal rotation range is highly tolerable, but a hybrid prime mover including a heat engine such as an internal combustion engine naturally aims for a prime mover with less pollution and a large energy saving effect. Because
It is necessary to narrow the regular rotation range mainly to include the heat engine as a component thereof, and therefore, it is required to select and use the appropriate rotation speed of the prime mover in a timely manner, which requires frequent shift operations, It has elements that are unacceptable to modern drivers who are familiar with fluid automatic transmissions.

[0015] In view of this, there has been a demand for the development of a technology that enables a shift operation with the feeling of operating a lever of an automatic transmission regardless of whether or not a clutch is provided. As a solution to this problem after a long trial and error, if the peripheral speeds of the gear pairs to be engaged are the same, regardless of whether the clutch has been operated or not, there is no sound like engaging the stationary gear. It is possible to engage gears rotating at high speed.

The above concept can be realized most easily when a motor or a composite prime mover including a motor is used as a prime mover. This is because, in the case of an electric motor, especially an AC electric motor, and furthermore, a synchronous electric motor, the rotational speed of the drive shaft can be controlled by the control computer based on the rotational speed of the drive shaft and the gear ratio, and the synchronous speed can be easily adjusted to the synchronous speed. . This was disclosed in the earlier application as a "combined prime mover that performs synchronous transmission", but if it is equivalent to the existing hydraulic automatic transmission, the present application discloses a "manual transmission" using a similar technique. It is about. In other words, while the prior application automatically selects the optimal region as a prime mover regardless of the driver's intention other than the amount of accelerator depression, the application is optimized starting from the gear selected by the driver. The control is intended to leave a little pleasure in driving operation.

As a result of the establishment of the shift technology by the synchronous speed control, the shift can be freely and automatically executed manually. As a result, it is possible to find a breakthrough in problems other than the low-speed torque as the hybrid prime mover. Was. Since these are not the gist of the present invention, the detailed description is omitted.However, the problem of lack of energy saving capability is that in the high-speed region, in order to suppress the increase in entropy due to energy conversion, power generation is stopped and output of the internal combustion engine is directly reduced. The problem was solved by using the torque as a rotational force, the problem of weakness of the planetary gears was solved by omitting it, and the problem of insufficient output was solved by inventing a configuration in which all the prime movers participate in the output. Behind these achievements is the adoption of a mechanical gear transmission, which has contributed to the securing of technology that can freely control the transmission.

Further, as a by-product of the research on this, the problem of whether or not the rotation speed of a gasoline engine or a diesel engine can be precisely controlled by a computer was pursued. If too early, squeeze fuel valves, etc. 2. If it is too slow, it has been attempted to converge to the target speed by opening the fuel valve. However, in this case, the speed cannot be controlled enough to switch the meshing of the gears rotating at a high speed without operating the clutch, and if this is done dare, it often leads to a gear breakage accident.

On the other hand, the control of the synchronous speed for gear meshing switching, which is the object of the present invention, includes the following steps. Apply conventional speed control technology up to the target speed. Near the target speed, the ignition interval is controlled in a spark ignition gasoline engine. In a diesel engine, the fuel injection interval is controlled to match the rotational speed commanded by the control computer. For example, a single cylinder four stroke cycle spark ignited gasoline
When it is desired to operate at a speed of 0 revolutions, it is sufficient to execute 25 ignitions per second. Thereby, it rotates at a speed of 50 rotations per second, which corresponds to 3000 rotations per minute. That is, conventionally, ignition or fuel injection is generally performed at an appropriate position near the top dead center.However, the ignition timing and injection timing must be commanded by a control computer while observing restrictions such as exhaust gas problems. Accordingly, it is possible to operate at the rotation speed controlled by the control computer.

Further, as a technique for complementing the above, appropriate sensors and actuators are effective. That is,
Even if the control accuracy is a little uncertain, if the engagement is executed when the synchronization condition is satisfied, the same result as in the case of performing the accurate rotation speed control is obtained, and the control accuracy can be complemented. In the earlier application, the actuator was driven by checking the synchronous speed with a sensor to aim for automatic shifting.This time, however, the aim is to apply them to a manual transmission. In addition to the method of performing the switching by grasping, the method includes a method of temporarily restraining the shift lever to be moved by the driver until the shift condition is satisfied.

The details of each claim will be described below.

According to the first aspect, as shown in FIG. 1, a prime mover capable of adjusting the rotational speed is provided with a mechanical gear transmission and an operation lever for speed change to constitute one prime mover device. The operating lever is provided with a sensor for detecting the current position of the operating lever. When it is determined that the current position is the neutral position and it is determined from the operation of the driver that the gear pair is desired to be engaged, the driving speed of the vehicle is determined to be an element that is difficult to change from the prime mover side. Adjusts and changes the rotational speed of the prime mover itself so that the peripheral speed of the desired gear pair is synchronized. If the rotation speed sensor confirms that the gear pair is synchronized, the gears are engaged,
That is.

That is, in a prime mover having a prime mover, a rotational speed adjusting mechanism thereof, a mechanical gear transmission having a plurality of gear stages, a gear speed selecting device and a required gear speed detecting device, the gear stage is neutral. In this state, if the driver's intention to change gears and the target gear are confirmed, the rotational speed of the prime mover is adjusted so that the driving gear and the driven gear at that gear are operated at the synchronized speed. Then, it is confirmed that a substantially synchronous condition has been established, and the gears are engaged with each other, thereby providing a motor apparatus for an automobile.

Regarding the second aspect, the configuration is the same as that of FIG. 1 of the previous section and is omitted. However, in the present state, any one of the gears is engaged and the transmission is in the power transmission state. At this time, if the driver wants to perform any operation, it can only shift to the neutral state, and the motor is driven without load at the current rotational speed to release the engagement of the gears. If the gears are disengaged while receiving a load on the tooth surface, they often lead to damage near the end face where the engagement depth becomes shallow,
The output of the prime mover is set in a no-load state to release the gears.

That is, in a prime mover having a prime mover, a rotational speed adjusting mechanism thereof, a plurality of mechanical gear transmissions, a shift speed selecting device and a required shift speed detecting device, a driving force transmission state is provided. , And when the driver's intention to change the speed is confirmed, the motor is operated at no load at the current speed.

Claim 3 specifies that the prime mover described in claims 1 and 2 is an electric motor. The motor is easy to adjust to the control by the control computer, and it is easy to perform integrated control as a motor system. Among them, AC motors have the characteristic that they are operated at a rotational speed corresponding to the frequency of the applied AC power.In particular, in synchronous motors, the frequency of the applied power is an absolute factor that determines the rotational speed of the motor. It is. When trying to shift gears by synchronizing gears, it is important to precisely control the speed, but an electric motor satisfies the necessary conditions.

That is, the prime mover according to the first and second aspects is a motor, and the rotation speed adjusting mechanism is either one of a frequency of electric power supplied to the motor, a magnitude of an effective voltage, or both depending on a type of the motor. , And the rotation speed of the motor is adjusted.

According to a fourth aspect, it is provided that the prime mover according to the first and second aspects is a spark ignition type internal combustion engine, and its ignition interval is commanded by a control computer. In general, precise control is difficult enough to control the rotation speed of a normal gasoline engine to engage the gears.However, if the technique of controlling the ignition interval by a control computer is used, the internal combustion engine can be specified. The gasoline engine is forced to rotate at the specified speed, so that the gasoline engine can be operated at the speed specified by the control computer. By using this, the shift control of the mechanical gear can be performed using the spark ignition type internal combustion engine as a prime mover.

That is, the prime mover according to the first and second aspects is a spark ignition type internal combustion engine, and the rotation speed adjusting mechanism adjusts the rotation speed of the prime mover by adjusting the interval of generation of the spark for ignition. A motor drive device for an automobile.

However, the compression of the working gas utilizing the reciprocating motion,
In an internal combustion engine that converts effective work into rotational force by ignition, explosion, and expansion, a compression stroke is required before the expansion stroke.
This indicates that the engine needs to be started first. For this reason, the present technology is difficult to adapt to the purpose of starting a stopped vehicle, and requires a separate auxiliary device.
When this is adopted as an internal combustion engine of a hybrid prime mover combined with an electric motor, since starting from a stop is performed by the electric motor, there is no such a problem and excellent adaptability is exhibited.

According to claim 5, it is specified that the prime mover described in claims 1 and 2 is a fuel injection type internal combustion engine, and the fuel injection interval is commanded by a control computer. In this case as well, the interval between fuel injections determines the rotational speed of the internal combustion engine, and the engine is operated at a speed specified by the control computer. As a result, the rotation speed can be controlled so precisely that the gears can be engaged.

That is, the motor according to the first and second aspects is a fuel injection type internal combustion engine, and the rotation speed adjusting mechanism adjusts the rotation speed of the motor by adjusting the interval between fuel injections. It is a prime mover device.

The problem when starting from a stopped state and the compatibility in a hybrid state with an electric motor are the same as in the case of claim 4.

[0034] Claim 6 defines that the prime mover described in claims 1 and 2 is a combined prime mover of a heat engine and an electric motor. This is the theme that started this research and is the invention as a result of a request to equip a mechanical gear transmission to improve the low-speed torque of the compound motor. Combined prime movers include at least one electric motor. As described in claim 3, it is easy to execute the rotation speed control by the control computer as a feature of the electric motor,
If precise speed control is possible, gear engagement control will also be possible.

That is, the prime mover according to the first and second aspects is a combined prime mover of a heat engine and an electric motor, and the rotational speed adjusting mechanism adjusts the rotational speed of the electric motor by adjusting at least the rotational speed of the electric motor. The motor drive device for an automobile.

It should be noted that the DC motor and the AC induction motor have characteristics that are harder to be strictly adjusted to the speed commanded by the control computer as compared with the synchronous motor. If an internal combustion engine whose rotation speed can be controlled by the control computer described in the fourth and fifth aspects is adopted as the heat engine, the output rotation speed control accuracy of the composite motor can be improved.

[0037] Claim 7 defines the form of the compound motor in claim 6. In order to maximize the energy-saving capability of the prime mover and to mobilize all of the mounted resources and contribute to the generation of output, the previously filed `` internal combustion engine, generator, and electric motor With the classic configuration, such as the `` combined prime mover consisting of differential gears that adjust the rotational speed '', it can no longer be said to be a system that meets the purpose, and the power generated by a heat engine such as an internal combustion engine is directly It is necessary to ensure a path that can be transmitted to the drive shaft, while at the same time it should be possible to completely disconnect it when the operation of the internal combustion engine is not required. To achieve this purpose, the power transmission system between the heat engine and the electric motor should be a clutch if simplification is desired, or a multi-stage transmission or a continuously variable transmission if a further utilization of the heat engine is desired. If a driving sensation is desired, a hydraulic transmission may be provided.

That is, a clutch, a multi-stage transmission, a continuously variable transmission or a fluid type transmission, or a combination thereof is included between the heat engine and the electric motor of the compound motor according to the sixth aspect. A motor drive device for an automobile, characterized in that:

It should be noted that a conventional composite prime mover constituted by differential gears may include an internal combustion engine, a generator, and an electric motor, and a differential gear device for adjusting the rotational speeds of these three members, for example, a planetary gear device. Although stipulated, when the generator stops generating power, the internal combustion engine only idles when it stops generating power, cannot be used as a driving force for traveling, and cannot stop generating power. Therefore, it had to be equipped as a "generator", but this inevitably led to a lack of energy-saving capability at high speeds and a lack of maximum output. Originally, there is no need to operate the motor when there is enough power to generate electricity.On the contrary, there is no need to operate the internal combustion engine when the storage battery holds power and the vehicle can run only with the motor. Regardless, when power generation is stopped during operation of the internal combustion engine, power generation cannot be stopped because the internal combustion engine is in a no-load operation state, so that the state in which the motor operates while generating power is inevitable. The problem of the existence of the problem indicates that there is a principle defect.

The motor of the present invention also serves as a generator, and a large number of applications for the structure of the motor also serving as the generator have already been filed and disclosed, and therefore description thereof is omitted here. In essence, it is important not to create a useless path of generating torque and using the power in parallel with the electric power while generating power, and whether the motor operates as a generator or a prime mover. Either way, one side operates as a generator, and the electric power is converted back to the rotational force by the electric motor and used again, which is not a sensible method with loss at every energy conversion. In the case of power generation, when the discharge state of the storage battery advances and the gap between the output required for traveling and the efficient operation area of the internal combustion engine is extremely large, an appropriate efficient operation area can be used by generating power, and the recovery of the storage battery can be achieved. It should be implemented when it can be achieved. In other words, in a medium-to-low speed range in which electric power is held in the storage battery, it is basically sufficient to drive by an electric motor. When the vehicle is operated in an efficient operation region, the output required for traveling is exceeded. Therefore, the excess is converted into electric energy to charge the storage battery. If there is enough power to generate power for the purpose of immediate consumption, if it is used directly as a driving force, it is possible to avoid the loss accompanying energy conversion and to increase the energy saving ability.

It should be noted that the heat engine is operated during high speed running or climbing a hill, which hinders running only with the output of the electric motor.
The operation of the electric motor at that time has a function of complementing the excess and deficiency of the output as the composite prime mover. The heat engine operates in a substantially constant state, and the excess or deficiency of the output is compensated by an electric motor, although the change in the slope, the change in the speed, and the change in the running resistance are accompanied by the road condition. Therefore, in this case, the electric motor is operated while changing its function as a generator or a prime mover.

As described above, since one motor is used as a generator or a prime mover by appropriately switching it in a timely manner, in view of the conventional configuration requiring the generator and the motor, the generator is omitted and both the internal combustion engine and the motor are used. An efficient, high-power hybrid prime mover has become possible.

According to claim 8, the present invention seeks to improve a prime mover device in which a prime mover and a transmission are combined by utilizing the technology to shift the gear by synchronously controlling a mechanical gear transmission. It does not operate fully automatically as in the prior application, but uses the lever operation of the driver as a starting point to automate the control dependent on it and pursue the easiness of driving. Requires a sensor to detect the displacement of If the operation lever is currently in the neutral position and a movement desired to engage one of the gears is detected, the peripheral speed of the gear pair concerned is synchronized. At this time, since the rotation speed of the drive shaft rotates together with the rotation of the wheels, the rotation speed of the driving motor is adjusted to perform a target operation, which is regarded as a factor that is difficult to change due to the circumstances of the driving motor. When the operating lever position is currently in the engaged state of any of the gears, there is no request to change the state other than to set the state to the neutral state. Here, in any case, it is specified that the gear position selecting device is mechanically connected to the operation lever.

That is, the mechanical gear transmission and the gear position selecting device in each of the preceding items are mechanically connected to the driver's operation lever, and the required gear position detecting device directly detects the displacement of the operation lever. When the rotation speed of the driving gear and the peripheral speed of the driven gear are synchronized with each other by adjusting the rotation speed of the prime mover to generate a signal Is a motor drive device for a vehicle, wherein the release is executed when the vehicle enters a no-load operation state.

The ninth aspect of the present invention is directed to a mechanism in which the operation lever operated by the driver has only the function of a switch, and controls the gear position specified by the switch as if it were required. A disadvantage of the method according to claim 8 that depends on the input up to the meshing of the gears is that the judgment of whether or not the control can be performed to the synchronous speed tends to be left to the judgment of the driver. As described in claim 10, lighting a warning lamp, sounding a warning buzzer,
Until the condition is satisfied, the operation lever can be restrained, but it is necessary to be aware that the operation lever may be ignored and operated brute force.

In response to such a concern, if the operation lever is limited to a mere switch function and a device for detecting a driver's desire is used, subsequent operations are left to the discretion of the control computer, so that safety can be improved.

That is, the mechanical transmission and the gear position selecting device according to claims 1 to 7 are driven through an electric signal generated by a driver's operation lever or switch, and the requested gear position is selected. The control computer calculates and discriminates the rotation speed of the driving gear and the rotation speed of the driven gear, and adjusts the rotation speed of the prime mover to rotate the gear pair to be shifted at the synchronous speed at its peripheral speed. To do,
Alternatively, a motor drive device for an automobile is characterized in that it confirms that the power generated by the motor is in a no-load state, drives the actuator, and engages or releases gears.

Since the present invention is directed to the field of realizing this by mainly manual operation among the technologies for controlling the meshing of the mechanical gear by controlling the synchronous speed, In principle, the gearshift operating lever and the gear position selecting device are mechanically connected. However, with such a configuration, it is difficult to withstand a rough operation by the driver. That is, if the meshing operation is performed before the gear to be shifted is operated at the synchronous speed, normal gear meshing cannot be realized. Therefore, one signal is issued to notify that the gear shifting operation has become possible, but if this signal is ignored, a warning is issued. Further, if necessary, the operation lever is restricted so as not to be moved until the condition is satisfied, and released when the operable condition is satisfied.

That is, the operation is continued until it is confirmed that the gear pair to be shifted rotates at a synchronous speed at its peripheral speed or that the power generated by the prime mover is in a no-load state. The present invention is a shift speed selecting device for restraining an operation lever operated by a user or issuing an alarm.

According to the eleventh aspect, in the present invention, it is originally unnecessary to provide a clutch between the prime mover and the mechanical gear transmission. However, in the transition state where the present prime mover structure shifts to the hybrid electric vehicle. It may be necessary for maintenance or to remove the driver's psychological anxiety.

After giving a brief explanation of the structure and driving method of this type of automobile, when a general employee drives the prototype car, the driving method for obtaining a driver's license is engraved on the mind. Or, he felt very uneasy about moving the shift lever without stepping on the clutch pedal, and had a feeling of resistance. Originally, the operation that was required in the past was omitted, so the fatigue of the driving operation should be reduced. Although it has an appropriate rebound,
Attach something like a clutch pedal with nothing connected ahead of it, and it makes you happy when you drive it.

Although it is hardly necessary from a functional point of view, a clutch is provided between the prime mover and the mechanical gear transmission during the transition to the new type to eliminate psychological anxiety and take measures in case of failure. I found that it was a good idea to use it to ensure the ease of the task. Conventionally, a configuration in which a clutch is provided between a prime mover and a mechanical gear transmission is very common. However, as described in claims 1 and 2, the rotational speed of the prime mover is adjusted by a "rotational speed adjusting mechanism", Although the shift is executed by controlling the target gear to the synchronous speed, a feature is that a clutch is provided between the prime mover and the mechanical gear transmission.

That is, the present invention provides a motor drive apparatus for an automobile, comprising a clutch between the prime mover and the mechanical gear transmission according to the first and second aspects.

In other words, in an automobile equipped with a current general mechanical gear transmission, the engine speed is controlled at the time of shifting to adjust the gear pair to be shifted to rotate at the synchronous speed. It can be said that it is possible to provide a system capable of performing a speed change operation very smoothly.

According to a twelfth aspect of the present invention, there is provided an automotive vehicle using any one of a sliding gear type transmission, a constantly meshing gear type transmission, a gear type transmission with a synchronizing device, and a planetary gear type transmission as a mechanical gear transmission. A motor device is disclosed. In the text, in order to clearly disclose the invention, it has been described that the sliding gear type transmission is adopted as the mechanical gear transmission,
In addition, the same effect can be obtained by employing any one of a constant mesh gear type transmission, a gear type transmission with a synchronizing device, and a planetary gear type transmission depending on the application.

In the constant mesh gear type transmission, instead of engaging or releasing the gears, control is performed so that the two rotate at a synchronous speed when the concave and convex portions called a dog clutch which transmits or releases the rotational force engage. The same effect as in the case of gears is produced. Similarly, a gear-type transmission with a synchronizing device can achieve a smoother gear shift by controlling the gears to rotate at a synchronous speed when engaging and disengaging the concave and convex meshing portions. In the case of a planetary gear type transmission, when a built-in brake device or clutch device for shifting is driven: Release of previous state 2. Synchronous speed control at desired gear ratio The procedure of joining the new state minimizes the wear of internal parts and enables extremely smooth shifting.

[0057]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIG.
This will be described with reference to FIG.

FIG. 1 is a block diagram of a motor apparatus according to the first and second aspects. What is a motor device? Prime mover and 200. It means a state where the mechanical gear transmission is united.
100. The output shaft of the prime mover is 200. Connected to the input shaft of the mechanical gear transmission, where 520. A rotation speed sensor 2 is provided. 200. 510. On the output shaft of the mechanical gear transmission. A rotation speed sensor 1 is provided, and the point beyond that is 900. It is connected to the driving wheel. 300 that the driver operates manually. 310. A detection device is provided to detect a current state of the operation lever. For example, if you are currently in a neutral position,
One of the gears generates a signal indicating that the gear is ready for the shift or that the shift has been completed.

According to the first aspect, the operation lever is currently in the neutral position, and regulates the operation when shifting to the meshing state of any of the gears. If the driver puts his hand on the operating lever and moves it in the desired direction to reach the shift preparation position, the detecting device detects that fact and generates a signal.
400. The control computer receives 510. A signal from the rotation speed sensor 1 is input, and a target shift speed determined from a shift preparation position is determined.
0. Calculate the input shaft rotation speed of the mechanical gear transmission. This and 520. If the actual speeds input from the rotation speed sensor 2 are compared with each other and they match, the target gear is engaged by the selection device. If they do not match, 500. 100. Via a rotation speed adjusting mechanism Adjust the rotation speed of the prime mover and continue until it matches.

According to a second aspect of the present invention, a measure to be taken when it is detected that the operating lever is in a state in which one of the gears is meshed and an attempt is made to make a change thereto. That is, 300. 310 of the operating lever. The detecting device detects that one of the gears at the shift completion position has retreated to the shift preparation position, and generates a signal to that effect. At this time, if the current meshing state is changed at any gear, there is no other way than to shift to neutral. The control computer is 500. 100. Via a rotation speed adjusting mechanism Instructs no-load operation based on the current speed of the prime mover. At this time, 510. Rotation speed sensors 1 and 520. The rotation speed sensor 2 indicates a synchronized state of the gear pair because the gears are in mesh with each other. 100. The determination that the prime mover is in the no-load operation state can be made by a torque sensor (not shown) or the like. However, when strictness is not required, this is omitted and 100. 400. Specification of the rotation speed of the prime mover and the specifications required for no-load operation. The data may be recorded in a storage device built in the control computer, and when this state is reached, the load may be reduced. 400. When the control computer determines that the vehicle is in the no-load state after performing the check, the control gear 210. Depending on the selection device 200. Guide the mechanical gear transmission to the neutral position.

FIG.
1 shows a configuration similar to that of FIG. 1 using a motor as a motor.
In the case of FIG. 11 motors
0. 500. 600. It is necessary to have the ability to adjust and process the power supplied from the storage battery and supply appropriate power according to the characteristics of the electric motor. When the motor is a DC motor, the effective voltage is adjusted and supplied. In the case where the motor is an AC induction motor, AC power having a frequency that takes into account the induction slip ratio of the motor at the target rotational speed is used. When the motor is a synchronous motor, AC power having a frequency corresponding to the target rotation speed itself is supplied. Even when AC power is supplied according to the required generated power, effective control can be realized by adjusting and supplying the effective voltage. Other devices are the same as those in FIG. 1 and the description is omitted.

FIG. 3 shows a principle diagram of claim 4. According to claim 4, 100. 120. As the prime mover It is stipulated that a spark ignition type internal combustion engine is adopted. 120. In a spark ignition type internal combustion engine, generally before the piston reaches a top dead center (TDC),
C) It is often ignited around 10 to 30 degrees. Unless there are special circumstances such as reduction of exhaust gas and improvement of startability, it can be said that this is a preferable area where the efficiency is high and there is no obstacle such as knocking. If other conditions are fixed, a large generated torque can be obtained by igniting around BTDC 30 degrees. This is a characteristic common to reciprocating and rotary engines, although there are some differences in characteristics.

This engine is ignited at the best ignition timing,
It is assumed that the operation is performed with the generated output and load balanced. At this time, if it is desired to increase the rotation speed, the previous ignition interval is shortened and the ignition is performed earlier than the best ignition timing. Then, the generated torque increases, and the rotation speed is increased to balance with the load corresponding thereto. That is, the rotation speed increases. Conversely, when it is desired to reduce the rotation speed, the previous ignition interval is extended, and ignition is performed later than the best ignition timing. As a result, the generated torque decreases, and the rotational speed is reduced to balance the load corresponding to the generated torque.

Although these characteristics have been known for a long time, if the rotation speed is adjusted as described above using this characteristic, the adjustment method is easily adapted to the rotation speed adjustment by the computer, and the rotation speed is directly controlled by the computer. Can be specified. Although a number of spark-ignition internal combustion engines that adjust the rotation speed from the computer side have been proposed, basically, when increasing the rotation speed, the throttle valve opening is increased to increase the amount of the mixture supplied. And adjust so as to maintain the rotation speed when the target rotation speed is reached. When the purpose is to reduce the rotation speed, the control is executed by restricting the supply of fuel. In such a conventional method, control is performed by a feedback signal provided by a rotation speed sensor,
The time constants of the control computer and the internal combustion engine are far apart, that is, the response speed of the control computer is high, and the rotational speed of the internal combustion engine cannot respond so fast. , Precise control was difficult. Although it was a control of "depending on each other", this technology has made it possible to exactly match the rotation speed specified by the computer.

FIG. 4 shows an embodiment according to the fourth aspect. 520. The rotation speed sensor 2 is originally 200. It is provided for the purpose of detecting the rotation speed of the input shaft of the mechanical gear transmission. It is also used to detect the rotational speed thickness of a spark ignition type internal combustion engine. Generally 52
0. The rotation speed sensor 2 has a structure for generating one pulse per rotation separately from the speed pulse for calibrating the rotation speed detection pulse. That is, the number of pulses for one rotation is determined by the number of pulses during the generation of the calibration pulse, and the performance of the detection sensor is confirmed. For example, if the rotary encoder that generates 360 pulses in one rotation generates 360 pulses in one rotation, it is assumed that the detection system is normal.

Then, a calibration pulse or a signal equivalent thereto is generated so as to generate a pulse at a certain crankshaft rotation angle. A rotation speed sensor 2 is provided. For example, assuming that a pulse is generated at 90 degrees before the top dead center, the point where 90 velocity pulses are generated from that position is the top dead center. When it is desired to ignite at 30 degrees before the top dead center, power is transmitted to the ignition plug when 60 speed pulses are counted.
When it is desired to ignite at 10 degrees after the top dead center (ATDC), power is transmitted at 100 speed pulses. In this way, an arbitrary ignition timing can be designated from the control computer.

On the other hand, 520. The signal from the rotation speed sensor 2 is 400. The control computer makes a comparison determination as follows. If the latest value and the immediately preceding value of the speed pulse detected within a certain period of time are the same, it is determined that the operation is constant speed, if the latest value is large, the speed is increasing, and if the latest value is small, the speed is decreasing. I do.

Therefore, the speed adjusting operation is as follows. Operation to maintain the current speed During the constant speed operation, maintain the current ignition timing. When the speed is increasing, the ignition timing is delayed. If the speed is decreasing, advance the ignition timing.

Operation for Enhancing Rotation Speed When the engine is operating at a constant speed, the ignition timing is advanced. When the speed is increasing, the current ignition timing is maintained. If the speed is decreasing, advance the ignition timing.

Operation for Decreasing the Rotation Speed During the constant speed operation, the ignition timing is delayed. When the speed is increasing, the ignition timing is delayed. When the speed is decreasing, the current ignition timing is maintained.

As described in "Means for Solving the Problems", if the relationship with the throttle valve is too inconsistent, it is difficult to significantly control the rotational speed only by adjusting the ignition timing. As a first step, it is preferable that the throttle valve opening is adjusted as before to adjust the throttle valve to a level close to a target rotational speed, and the final fine adjustment is performed by this method. Further, the rotational speed is controlled by such means in order to switch the meshing of the mechanical gear transmission, and upon completion of the meshing, various conditions such as exhaust gas, energy saving and noise are taken into consideration immediately. It is necessary to return to the optimum ignition timing.

FIG. 5 shows an embodiment according to claim 5, wherein the prime mover shown in FIG. It is defined as a fuel injection type internal combustion engine. However, in the case of the type in which fuel is injected into the intake pipe and spark ignition is performed, or even in the case of the type in which fuel injection is performed in a cylinder, the fuel injection timing is extremely early or the type provided with an ignition plug employs the method defined in claim 4. It is more effective.

In the embodiment, 130. Although a diesel engine is illustrated as a fuel injection type internal combustion engine, 131. 132. A fuel injection timing adjustment lever is attached. The injection timing can be adjusted by adjusting the position by a stepping motor. The injection timing of a diesel engine is generally correlated with the ignition timing of a spark ignition type internal combustion engine. That is, if the injection is delayed with respect to the position where the normal optimal injection timing is set, the generated torque decreases. On the other hand, when it is advanced, the generated torque is slightly increased.
However, in the spark ignition type internal combustion engine, the optimum ignition timing is set to be slightly delayed in order to suppress nitrogen oxides and the like, so the effect of increasing the generated torque by increasing the ignition timing was quite large, In diesel engines, the energy saving effect is more important than the generation of nitrogen oxides, and if the current situation is called the best injection timing, the effect of increasing the injection timing to increase the torque is not significant.

Therefore, in the operation of adjusting the fuel injection amount, which is performed as the control means of the first stage, a speed slightly higher than the target speed is aimed at. It is preferable to control in a direction that delays the timing, that is, in a direction in which the rotation speed is reduced, so as to converge to a target speed.

FIG. 6 shows an embodiment according to claim 6, wherein the motor is 140. It is defined as a compound motor. This 14
0. Combined prime mover is 141. Heat engine and 142. Motors, both of which are 143. The structure is such that the rotational force can be mutually connected by the connecting mechanism. The driver is 30
0. Attempt to select an arbitrary gear using the operating lever. The movement of the lever is 310. When any one of the gears is detected by the detection device and is to be selected from neutral, the movement is the same as the pattern described in the first aspect. At this time, 140. Combined prime mover is 141. Heat engine and 142.
Although they are constituted by electric motors, their easiness of controlling their rotational speed is 400. Considering that it is performed by the control computer, it is clearly 142. The electric motor is superior. Therefore, in order to control the rotation speed of the compound motor, the object can be achieved mainly by controlling the rotation speed of the electric motor.

310. 510. In the case where the intention of the driver detected by the detection device is determined and any of the gears is engaged from the neutral position, 510. Rotation speed sensor 1
200. 520. Detect the output rotation speed of the mechanical gear transmission and The rotation speed indicated by the rotation speed sensor 2 is set to 140. By adjusting the output rotational speed of the compound prime mover, the synchronizing speed of the gear pair for which the meshing is to be performed is led.
210. Synchronous speed reached The selection device is 400. Driven by the control computer, the gears engage. These processes are the same as in the first embodiment.

310. If the detection device detects that the driver wants to disengage the currently engaged gear and select another gear or wants to return to the neutral position,
It is controlled by the method of claim 2. However, 140. 141. When the combined output of the composite prime mover is to be idled
If there is a heat engine output 142. The motor functions as a generator, converts the output generated by the heat engine into electric energy, and collects the electric energy in a storage battery, so that the combined output of the combined prime mover is brought into an idle state. 142. When only the electric motor is operated, the effective voltage is lowered and the motor is operated at the current speed. If the motor is not of the permanent magnet type but can be demagnetized by shutting off the power, simply shutting off the power supply will cause the motor to run naturally.

FIG. 141. Combined motor. Heat engine and 142. Connecting the motor143. The connecting mechanism is a. Clutch b. Transmission c. Continuously variable transmission d. Fluid type transmission e. Differential gear including planetary gear f. It stipulates that it is composed of any one of these combinations. The problem of the articulation mechanism itself is not the purpose of this case, but if simplicity is respected, the clutch, 141. A transmission and a continuously variable transmission are desirable if an effective use of the heat engine is desired, and a fluid transmission and the like are desirable if a smooth riding comfort is desired. In addition, basic problems such as energy-saving performance and maximum output remain if a transmission is equipped to reduce the problem of low-speed torque even in a compound prime mover composed of differential gears such as conventional planetary gears. However, there is an effect that the problem of the low-speed torque is solved for the time being.

FIG. 7 shows an embodiment according to the eighth aspect. The driver is 300. When the operation lever is operated, the movement is 310. 400. Information detected by the sensing device and indicating what the driver wants. Notify control computer. 400. The control computer determines 10 based on the information.
0. The rotation speed of the prime mover is adjusted or the output is idling, and control is performed so as to enable a desired gear shift operation. 320. Finally, via a lever mechanically connected to the operating lever and, if necessary, a rod or the like. The gear is slid by the shift fork.

The advantages of this method are that actuators required for gear engagement and disengagement can be omitted, which has the effect of cost reduction and the same operational feeling as a conventional mechanical gear transmission. If the gear shifting timing is left to the driver's discretion, the shift may be forced without waiting for the completion of the gear synchronization.

FIGS. 1, 2 and 6 all show an embodiment according to claim 9. As a representative example, referring to FIG. The operation lever is 310. It only drives the detection device and determines the driver's will to 400. It can be transmitted to the control computer. 400. The control computer is 210. Via the selection device 200. 400. Change gear operation desired by the driver of the mechanical gear transmission. It can be executed based on the judgment of the control computer itself. That is, 510.
Rotation speed sensors 1 and 520. When the synchronization condition is satisfied by determining the signal value of the rotation speed sensor 2 or when the idling state is realized, the processing desired by the driver is executed, so that the gears are forcedly engaged without synchronization. No more concerns.

FIG. 8 shows an embodiment according to the tenth aspect. 300. 33 when the operating lever is in the neutral position
0. 340. The light emitted by the emitting diode is blocked by the lever. It does not reach the receiver. The driver is 300.
When operating the operating lever to engage any of the tooth ratios, for example, when trying to select the first speed,
300. The operation lever moves from the "neutral" position to the position c1 where the final engagement is completed via a1 and b1. 330. at the position of b1. The light from the emitting diode is 340. It can be detected by the light receiver, and it can be known that a transition is being made from the neutral state. At the same time, 33
1. The light emitted by the emitting diode 1 is 300. 341. The light receiver cannot detect it. With these signals, it is possible to confirm the intention of the driver to shift to the c1 position which is the first speed.

At this time, it is sufficient that the gear pair of the first speed rotates at the synchronous speed or stops, but if the conditions necessary for gear meshing are not satisfied, if gear meshing is forcibly performed, the gear may be damaged. It could be the cause. So 32
1. Activate the stopper solenoid, 300. The path of the operation lever is blocked, and remains at the position b1. 321. When the synchronization condition is satisfied Stopper solenoid is 30
0. The path of the operation lever is released, and it is possible to proceed to the position of c1. It is 351. to confirm that it is at c1.
The light emitted from the light emitting diode 2 is 352. This is performed when the light receiver 2 cannot detect the light. The same applies when other gear pairs are selected.

Next, 352. When it is detected that the driver has started the shifting operation based on the state of the light receiver 2, 321.
Stopper solenoid is 300. Operate the prime mover without load at the current speed by restricting the movement of the operation lever. 321. If no load occurs Stopper solenoid is 300. Releases the path of the control lever and does not prevent it from moving in the neutral direction. It is confirmed that the vehicle has reached the neutral position by reaching the position of a1 via b1.

FIG. 9 shows an embodiment according to the eleventh aspect. In principle, 100. By controlling the rotation speed of the prime mover, the gear pair to be meshed is driven at the synchronous speed,
The shift is executed, and a clutch is provided between the prime mover and the mechanical gear transmission. This is not new, as the overall layout is similar to current motor vehicle equipment. However, it is up to the driver to operate the clutch, and there is a clear difference in that the operation of the clutch is not an essential operation for driving a car as in the related art.

510. The current vehicle speed, that is, 200. 500. Detect the output rotation speed of the mechanical gear transmission, The rotation speed adjustment mechanism is 100. The rotation speed of the prime mover is 520. The gear pair to be shifted is rotated at a synchronous speed under control by monitoring with the rotation speed sensor 2. 2 when the synchronization condition for shifting is satisfied
10. The gears are engaged by the gear selection device. Or, 100. Confirm that the prime mover is operating under no load and release the gear engagement. These series of gear shifting procedures are the same as those in the preceding claims, but in the present invention, a seemingly unnecessary functional clutch is provided.

This is a device for providing a psychological sense of security to a driver who is proficient in conventional operations, whether or not to operate. As a manufacturing advantage, the current model can be easily modified to such a format, and the man-hour for design change can be omitted. It should be noted that it is sometimes convenient to cut off the mutual connection in order to confirm the operation of the prime mover alone or the operation of the transmission unit at the time of periodic inspection or the like, and this is useful for maintenance.

FIG. 10 discloses an embodiment according to the twelfth aspect. 100. 110. As the prime mover Although the case where an electric motor is employed is shown in FIG. Spark ignition type internal combustion engine, 13
0. 140. Fuel injection internal combustion engine This is possible with any of the composite motors.

[0089]

【The invention's effect】

In a motor vehicle equipped with a motor device according to the first aspect of the present invention, the clutch device is not operated, and the clutch device is omitted. Can be implemented.

In a motor vehicle equipped with a motor device according to the second aspect of the present invention, the clutch device is not operated, and the clutch device is omitted. Can be performed.

In a motor vehicle equipped with the motor device according to the third aspect of the present invention, since the rotation control of the electric motor can be performed accurately and quickly, a speed change operation can be realized quickly.

In a motor vehicle equipped with a motor device according to the fourth aspect of the present invention, even if the prime mover is a spark ignition type internal combustion engine, the rotation speed is accurately controlled by the control computer, and the speed change in the first and second aspects is enabled. Become.

In a motor vehicle equipped with a prime mover device according to the fifth aspect of the present invention, even if the prime mover is a fuel injection type internal combustion engine, the rotational speed is accurately controlled by the control computer, and the shifts in the first and second aspects are possible. Become.

In the motor vehicle equipped with the prime mover device according to the sixth aspect of the present invention, since the electric motor is included as a component of the prime mover, the output rotation speed of the composite prime mover can be accurately controlled, and the shift operation according to the first and second aspects is possible. Becomes

In the prime mover device having the composite prime mover as the prime mover according to the seventh aspect of the present invention, the heat engine and the electric motor are connected by an appropriate connecting mechanism, and the electric motor regulates the output rotation speed as the composite prime mover. Therefore, the output rotation speed can be accurately controlled, and the shift operation described in claims 1 and 2 can be executed.

In a motor vehicle equipped with a motor device according to the eighth aspect of the present invention, the mechanical transmission and the gear position selecting device are mechanically connected to the driver's operation lever to detect the requested gear position. Generates a signal by directly or indirectly detecting the displacement of the operating lever, adjusts the rotation speed of the prime mover, and synchronizes the rotation speed of the driving gear and the peripheral speed of the driven gear at the requested gear. The shift to the neutral point is performed when the prime mover enters the no-load operation state, so there is no need for an actuator to engage or disengage the gears. Minimize to contribute to cost reduction.

In a motor vehicle equipped with a motor device according to the ninth aspect of the present invention, the mechanical transmission and the gear position selecting device are driven by an electric signal generated by a driver's operation lever or switch, and the demand is increased. The control computer calculates and determines the rotational speed of the prime mover based on the determined gear position, the rotational speed of the driving gear and the rotational speed of the driven gear, and adjusts the rotational speed of the prime mover so that the gear pair to be shifted is at its peripheral speed. The motor is driven at the synchronous speed, or after confirming that the power generated by the prime mover is in the no-load state, the actuator is driven to engage the gears or shift to the neutral point. In this way, it is possible to prevent an unusual driving, and to execute an appropriate shift operation regardless of the driving skill.

In the motor vehicle equipped with the motor device according to the tenth aspect, the gear pair to be shifted is rotated at a synchronous speed at its peripheral speed, or the power generated by the motor is in a no-load state. Until is confirmed, the operation lever operated by the driver is restrained or an alarm is issued.

In a motor vehicle equipped with a motor device according to the eleventh aspect of the present invention, since a clutch is provided between the motor and the mechanical transmission, mental comfort is provided to a driver who is familiar with the conventional mechanical transmission. And reduce the stress of shifting without stepping on the clutch. Also,
Maintenance work can be simplified.

According to the twelfth aspect of the present invention, the present invention can be applied not only to a sliding gear type transmission but also to a constantly meshing gear type transmission, a gear type transmission with a synchronizing device, and a planetary gear type transmission as a mechanical type transmission. The effect can be exerted on the entire automobile.

[0102]

[Brief description of the drawings]

FIG. 1 shows a synchronously controlled transmission-type prime mover device that detects a state of an operation lever.

[Fig. 2] A motor device employing an electric motor as a motor.

FIG. 3 shows a relationship between ignition timing and generated torque under a constant air-fuel mixture supply.

FIG. 4 is a principle diagram of a prime mover employing a spark ignition type internal combustion engine as a prime mover.

FIG. 5 is a principle diagram of a prime mover employing a fuel injection type internal combustion engine as a prime mover.

FIG. 6 shows a prime mover device employing a composite prime mover as a prime mover.

FIG. 7 is an essential part of a motor having a gear selecting device connected to an operation lever.

FIG. 8 is an essential part of a motor device having a control lever restraining mechanism.

FIG. 9 shows a synchronous speed control transmission type prime mover device having a clutch

FIG. 10 Application examples of various gear mechanisms

[0103]

[Explanation of symbols]

100. Prime mover 110. Electric motor 120. Spark-ignition internal combustion engine 130. Fuel injection type internal combustion engine 140. Combined prime mover consisting of heat engine and electric motor 141. Heat engine 142. Motor 143. Connecting mechanism 143-a. Clutch 143-b. Transmission 143-c. Continuously variable transmission 143-d. Fluid type transmission 143-e. Planetary or bevel gear type differential transmission 143-f. Connection mechanism combining 143-a to 143-e 200. Mechanical gear transmission 210. Selection device 220. Sliding gear type transmission 230. Constant mesh gear transmission 240. Gear type transmission with synchro device 250. Planetary gear transmission 300. Operation lever 310. Detection device 320. Shift fork 321. Stopper solenoid 320. Shift fork 330. Light emitting diode 331. Light emitting diode 1 332. Light emitting diode 2 340. Receiver 341. Receiver 1 342. Receiver 2 400. Control computer 500. Rotation speed adjustment mechanism 510. Rotation speed sensor 1 520. Rotation speed sensor 2 600. Storage battery 900. Drive wheel

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F02D 29/02 F02D 41/04 380F 3J052 41/04 301 F16H 61/02 380 B60K 9/00 Z F02P 5/15 F02P 5 / 15 F F16H 61/02 F term (reference) 3D039 AA01 AA02 AA04 AA07 AB01 AB27 AC33 AD22 AD53 3D041 AA51 AA80 AB00 AB01 AC01 AC02 AC16 AC18 AD02 AD09 AD10 AD23 AD30 AD31 AD32 AD47 AD50 AE02 AE03 CA15 AE07 AE09 CA04 DA02 GA01 GA05 GA08 GA20 3G093 AA07 AA16 BA04 CB06 CB07 CB08 DA01 DA06 DB03 DB11 DB12 DB18 EA05 EA13 EC02 FB01 FB02 3G301 HA01 KA12 KA16 KB10 MA18 NE11 NE12 PB05A PB05Z PE01Z PF03Z03 PF07Z03 PF07Z01 GC43 GC44 HA01 HA17 LA01 LA08

Claims (12)

[Claims] An automotive prime mover comprising a prime mover, a rotational speed adjusting mechanism thereof, a multi-stage mechanical gear transmission, a shift speed selecting device, and a shift speed detecting device required by a driver. If the driver's intention to shift and the target shift speed are confirmed when the shift speed is in a neutral state, the rotational speed is set so that the driving gear and the driven gear of the gear are driven at the synchronous speed. A motor drive apparatus for a motor vehicle, wherein the rotation speed of the motor is adjusted by an adjustment mechanism, and it is confirmed that substantially synchronization conditions are satisfied, and the gears are engaged with each other. 2. An automotive prime mover comprising a prime mover, a rotational speed adjusting mechanism thereof, a multi-stage mechanical gear transmission, a shift speed selecting device, and a shift speed detecting device required by a driver. If the driver's intention to change gears is confirmed while the driving force is being transmitted, the prime mover is driven at the current speed by the no-load operation by the rotation speed adjustment mechanism. Motor drive device characterized by the following: 3. A motor according to claim 1 or 2, wherein the motor is a motor, and the rotation speed adjusting mechanism is one or both of a frequency of electric power supplied to the motor and a magnitude of an effective voltage according to a type of the motor. Motive power device for an automobile, wherein the rotation speed of the motive motor is adjusted 4. A prime mover according to claim 1 or 2, wherein the prime mover is a spark ignition type internal combustion engine, and a rotational speed adjusting mechanism regulates a rotational speed of the prime mover by adjusting a generation interval of sparks for ignition. Automotive power plant equipment 5. A motor according to claim 1, wherein the engine is a fuel injection type internal combustion engine, and the rotation speed adjusting mechanism adjusts the rotation speed of the engine by adjusting a fuel injection interval. Motor equipment 6. A motor according to claim 1 or 2, wherein the motor is a combined motor of a heat engine and an electric motor, wherein the rotation speed adjusting mechanism adjusts at least the rotation speed of the electric motor to adjust the rotation speed of the motor. Motor drive equipment 7. A clutch, a multi-stage transmission, a continuously variable transmission, a fluid transmission, or a combination thereof, between the heat engine and the electric motor of the composite prime mover according to claim 6. Motor drive device characterized by the above-mentioned. 8. The mechanical gear transmission according to claim 1, wherein the gear selector is mechanically connected to an operating lever of a driver, and the required gear detecting device detects the displacement of the operating lever. A signal is generated, and the rotational speed of the prime mover is adjusted to engage the gear when the rotational speed of the drive side gear at the requested gear and the peripheral speed of the driven side gear are synchronized. A motor drive device for a vehicle, wherein the shift to the neutral point is performed when 9. The mechanical gear transmission according to claim 1 and the gear position selecting device are driven by an electric signal generated by a driver's operation lever or switch, and the requested gear position is selected. The control computer calculates and determines the rotation speed of the prime mover based on the rotation speed of the drive side gear and the rotation speed of the driven side gear, and adjusts the rotation speed of the prime mover so that the gear pair to be shifted has a synchronous speed at its peripheral speed. A motor drive apparatus for a motor vehicle, characterized in that the motor rotates, or that the generated power of the motor is in a no-load state, and the actuator is driven to perform gear engagement or shift to a neutral point. 10. The apparatus according to claim 8, wherein the operation is continued until it is confirmed that the gear pair to be shifted rotates at a synchronous speed at its peripheral speed, or that the power generated by the prime mover is in a no-load state. Gear selector for restraining an operating lever operated by a user or issuing an alarm 11. A motor drive apparatus for an automobile, comprising a clutch between the prime mover and the mechanical gear transmission according to claim 1 or 2. 12. The mechanical gear transmission according to claim 1, wherein the mechanical gear transmission is a sliding gear transmission, a constant mesh gear transmission,
A motor drive apparatus for an automobile, using either a gear transmission with a synchronization device or a planetary gear transmission.