JP2000272360A - Hybrid car with automatic manual transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To aim at facilitating start control, shortening transmission time and reducing sense of deceleration during transmission by combining a parallel- type hybrid car and an automatic manual transmission. SOLUTION: The transmission is provided with a clutch 3 mounted between an engine output shaft and a transmission input shaft 6, a plurality of pairs of transmission gears between the input shaft 6 and the output shaft 7, a plurality of synchromeshes 13, 14, 18 which selectively couple each pair of transmission gears either to the input shaft or the output shaft, actuators 31 to 33 for transmission which select and drive each synchromesh, an actuator 30 for clutch which connects/disconnects to drive the clutch 3, and a first controller 34 which controls the actuators for transmission and the actuator for clutch 30 according to a vehicle running condition. A first motor M1 is coupled to the input shaft 6 and a second motor M2 to the output shaft 7. A second controller 35 is provided to control power supply from a battery 36 to the first and the second motors. The vehicle is driven for starting by the second motor M2 and driven for running by the engine 1 at predetermined or higher speeds. Synchronization during shifting is performed by the first motor M1 to shorten the shifting time.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle equipped with an automatic manual transmission.

[0002]

2. Description of the Related Art Conventionally, hybrid vehicles using both an engine and a motor have been provided. Hybrid vehicles are
The generator is driven by the engine to generate electric energy, and the electric energy is used to rotate the motor and the rotation is transmitted to the driving wheels. You. In the case of the series type, the mechanical energy generated by the engine is temporarily converted into electric energy and then converted into mechanical energy by a motor, so that there is a disadvantage that the energy transmission efficiency is deteriorated. On the other hand, the parallel type does not have such a disadvantage, but generally requires a transmission.

[0003] Conventionally, there has been known an automatic manual transmission in which switching of each gear stage is automatically performed using an electric or hydraulic actuator. The transmission includes a clutch provided between an output shaft of the engine and an input shaft of the transmission to connect and disconnect driving force, and a plurality of transmission gear pairs arranged between the input shaft and the output shaft. A plurality of synchronizers for selectively connecting each shift gear pair to an input shaft or an output shaft to establish a desired shift stage, a shift actuator for switching and driving each synchronizer, and a clutch for connecting and disconnecting a clutch And a controller that controls the shift actuator and the clutch actuator in accordance with the running state of the vehicle.

[0004]

The automatic manual transmission as described above has an advantage that the structure of the existing manual transmission can be used as it is. However, since the connection and disconnection control of the clutch is performed by the actuator, the creep control and the like are performed. Start control such as half-clutch control is difficult, and the life of the clutch is shortened. Further, since the switching of the synchronizing device is also performed by the actuator, it is difficult to suppress the shift time to a certain value or less. In particular, during an upshift from the first speed to the second speed, torque is not transmitted during the speed change, so that a sense of deceleration appears. There was a disadvantage.

Accordingly, an object of the present invention is to provide a hybrid vehicle with an automatic manual transmission that solves the above-mentioned problems by combining a parallel hybrid vehicle and an automatic manual transmission.

[0006]

The above object is achieved by the present invention. That is, a clutch provided between the output shaft of the engine and the input shaft of the transmission to connect and disconnect the driving force, a plurality of transmission gear pairs arranged between the input shaft and the output shaft, A plurality of switching devices for selectively connecting each transmission gear pair to an input shaft or an output shaft to establish a shift stage; a shift actuator for switchingly driving each switching device; and a clutch actuator for connecting and disconnecting a clutch. An automatic manual transmission having a controller for controlling a shift actuator and a clutch actuator in accordance with a traveling state of a vehicle, wherein a first motor connected to the input shaft and the output shaft or a downstream side thereof A second motor connected to the first and second shafts; a battery for supplying power to the first and second motors;
A second controller for controlling the second motor;
When the vehicle is started, the clutch is released or the transmission gear pair is set to the neutral state, the vehicle is started by the second motor, the clutch is engaged at a predetermined vehicle speed or higher, and the vehicle is driven by the engine power via the desired transmission gear pair. An automatic manual transmission, wherein the input shaft is synchronously controlled by the first motor so that the rotation speed ratio between the input shaft and the output shaft at the time of switching the gear stage is adjusted to a speed ratio corresponding to a desired gear stage. To provide hybrid vehicles with mobile devices.

At the time of starting, the clutch is released or the transmission gear pair is set in the neutral state, and the output shaft is rotated by the second motor. That is, since the vehicle is started by the motor without using the engine power, complicated start control by the clutch is not required, the vehicle can be started smoothly and easily, and the life of the clutch is improved. When the vehicle is started and the vehicle speed becomes equal to or higher than a predetermined vehicle speed, the input shaft is synchronously controlled by the first motor so that the rotation speed ratio between the input shaft and the output shaft becomes a speed ratio corresponding to a desired gear (for example, second speed). I do. Then, when the rotational speed ratio between the input shaft and the output shaft reaches a speed ratio corresponding to a desired gear, a desired gear pair is engaged with the input shaft or the output shaft, and the clutch is engaged. It runs on engine power. Thereafter, the driving of the second motor may be stopped. Since the rotation of the input shaft and the output shaft is synchronized by the first motor in this manner, the shift shift time can be reduced. Since the driving force is assisted by the second motor at least during the shift from the start state to the running state, there is no disadvantage that a feeling of deceleration occurs during the shift. If the second motor assists the driving force even during the second or higher speed change, good running performance can be obtained. When the vehicle shifts to the running state, the shift control is performed in the same manner as in a normal automatic control type manual transmission. However, when the gear is switched, the first motor synchronizes, so that a smooth and quick shift can be realized.

It is desirable that the first motor has a power generation function of charging the battery by the engine power when the capacity of the battery is insufficient. For example, when starting, the wheels are driven by the second motor, but if the battery capacity is insufficient, the vehicle cannot start.
At this time, the clutch is connected, the transmission gear pair is set in the neutral state, and the first motor is rotated by the engine power to generate power. After the generated electric energy is stored in the battery, the vehicle may be started by the second motor.

The second motor connected to the output shaft or a shaft downstream thereof can be used as a generator for recovering braking energy when braking the vehicle. Therefore, fuel efficiency is improved. The reverse gear can be easily moved backward by driving the second motor in reverse, so that the reverse gear can be omitted. Therefore, there is an advantage that the transmission mechanism is simplified. In the present invention, since it is necessary to selectively control the rotation speed of the engine or the second motor by operating the accelerator, an electronic throttle that detects the amount of depression of the accelerator pedal by a sensor is used, and the throttle opening is performed according to the amount of depression. The degree or motor current may be controlled. In the present invention, the engine is in principle always rotating, but when the battery capacity is sufficient, the engine may be stopped when it is not needed (when starting or stopping).

[0010]

FIG. 1 shows a schematic structure of an example of a drive mechanism of a hybrid vehicle with an automatic manual transmission according to the present invention. The output shaft 2 of the engine 1 has a dry clutch 3
Is connected to the input shaft 6 of the transmission 4. The transmission 4 of this embodiment is a five-speed specification FF horizontal manual transmission. An input shaft 6 and an output shaft 7 are supported inside the housing 5 of the transmission 4 in parallel with the vehicle width direction. A first-speed gear 8 and a second-speed gear 9 are fixed to the start end (engine side) of the input shaft 6, and a third-speed gear 10, a fourth-speed gear 11, and a fifth-speed gear 12 are fixed to the end of the input shaft 6. It is rotatably supported in order. The third speed gear 10 and the fourth speed gear 11 are selectively connected to the input shaft 6 by a 3-4 speed synchronizer 13, and the fifth speed gear 12 is selectively connected to the input shaft 6 by a 5th speed synchronizer 14. Be linked.

An output gear 15 is fixed to the starting end of the output shaft 7. First gears 16 and 2 adjacent to output gear 15
A speed gear 17 is rotatably supported on the output shaft 7, and the gears 16 and 17 are selectively connected to the output shaft 7 by a 1-2 speed synchronizer 18. The first gear 16 is the input shaft 6
The second speed gear 17 is constantly meshed with the upper first gear 8 and the second speed gear 9 on the input shaft 6. A third gear 19, a fourth gear 20, and a fifth gear 21 that mesh with the third gear 10, the fourth gear 11, and the fifth gear 12 on the input shaft 6, respectively, are fixed to the rear side of the output shaft 7. . Output shaft 7
The output gear 15 meshes with a ring gear 23 of a differential device 22 to transfer the driving force to the left and right drive shafts 24, 25.
Distributed to The transmission 4 shown in FIG. 1 does not include a reverse gear and does not include a switching mechanism for switching the reverse gear.

The clutch 3 and the synchronizers 13, 1
The actuators 4 and 18 are driven by a clutch actuator 30 and speed change actuators 31 to 33, respectively. These actuators 30 to 33 are controlled by a first controller 34 according to the running state of the vehicle. That is, the controller 34 stores in advance programs (shift map and clutch control map) corresponding to the running state, and includes running conditions such as engine speed, vehicle speed, throttle opening, running range, and input / output shaft speed. , And the clutch 3 and the synchronizers 13, 14, and 18 are driven to achieve this state. Since such control is known per se, a detailed description thereof will be omitted. Actuators 30-33
May use a hydraulic actuator or an electric actuator such as a step motor.

A first motor M1 is connected to an end of the input shaft 6, and a second motor M2 having a larger capacity than the first motor M1 is connected to an end of the output shaft 7. Motor M
1 and M2 are connected to a battery 36 also serving as a capacitor via a second controller 35 for motor control, and the power supplied to the motors M1 and M2 is controlled by the second controller 35. Similarly to the controller 34, signals such as a vehicle speed, a throttle opening, and a rotation speed of an input / output shaft are input to the controller 35. In FIG. 1, the first controller 34 and the second controller 35 are provided separately, but may be configured by one controller.

Next, a control method of the hybrid vehicle having the above-described structure, particularly an operation during a transition from the starting state to the normal running will be described with reference to FIG. First, the clutch 3 is released (step S1), and each of the synchronizers 1
3, 14, and 18 are set to the neutral state (step S
2) Start the engine 1 (step S3). next,
It is determined whether or not the capacity of the battery 36 is sufficient (step S4). If the capacity is insufficient, the clutch 3 is temporarily engaged (step S5), and the first motor is driven by the engine 1 via the input shaft 6. M1 is driven to generate electric power, and the battery 3
After charging the battery 3 (step S6), the clutch 3 is released again (step S7). The power may be generated by the motor M1 regardless of the capacity of the battery 36. If the capacity is sufficient, the drive shafts 24 and 25 are driven by the second motor M2 via the output shaft 7, the output gear 15, and the differential device 22, and the vehicle starts (step S8). That is, the vehicle starts without using the engine power.

When the vehicle starts to start and the vehicle speed becomes a constant value (for example, 10
km / h) (step S9), the motor M1
The input shaft 6 is driven to rotate the input shaft 6 synchronously so that the rotation speed ratio between the input shaft 6 and the output shaft 7 becomes a speed ratio corresponding to a desired gear (for example, second speed) (step S).
10). When the rotation speed ratio between the input shaft 6 and the output shaft 7 reaches a desired speed ratio, a desired synchronizer (for example, the actuator 33) is switched and driven to switch to a desired transmission gear (step S11). Then, the motor M1 is turned off (step S12), and the clutch 3 is engaged (step S12).
13), running is started by the engine power (step S14). And, the engine power is driven by the drive shafts 24, 25.
Is sufficiently transmitted, the power of the motor M2 is turned off, and the motor M2 is set in a free rotation state (step S15). Thus, 1
Since the driving force is assisted by the motor M2 during the shift from the second speed to the second speed, the feeling of deceleration during the shift is eliminated.

When it is determined that the gear should be changed based on the change in the running state (step S16), the motor M2 is first turned on (step S17), the clutch 3 is released (step S18), and each synchronization is performed. Apparatus 1
3, 14, and 18 are set in the neutral state (step S
19). Then, the motor M is driven so that the rotation speed ratio between the input shaft 6 and the output shaft 7 becomes a speed ratio corresponding to a desired shift speed.
1 to rotate the input shaft 6 synchronously (step S2).
0), when the rotational speed ratio between the input shaft 6 and the output shaft 7 has reached a desired speed ratio, the desired synchronizer is switched and driven to switch to the desired transmission gear (step S21). Next, the motor M1 is turned off (step S22), and the clutch 3 is re-engaged (step S23). As a result, the traveling is continued by the engine power (step S24), the power of the motor M2 is turned off, and the motor M2 is set in a free rotation state (step S25).

When the vehicle is moving backward, the vehicle can be easily started by rotating the motor M2 in the reverse direction. Therefore, the reverse gear can be omitted from the transmission 4 and the transmission mechanism can be simplified. Further, the motor M2 can be used not only as a starting motor but also as a generator for collecting braking energy during braking of the vehicle, converting the braking energy into electric energy and charging the battery 36.

In the above embodiment, the motor M2 is set to the OFF state (free rotation state) after shifting to the running state. The driving force may be prevented from lowering. Also, in FIG. 2, steps S1, S
In 2, the disengagement of the clutch and the neutralization of the gear are performed simultaneously, but a similar function can be achieved by only one of them. In the above embodiment, the motor M2 is connected to the output shaft 7, but may be connected to any shaft as long as it is a shaft downstream of the transmission gear pair. For example, when the transmission of the present invention is applied to an FR transmission, the motor M2 may be connected to the counter shaft. Further, in the above embodiment, a synchronizing device is used as a transmission switching device. However, in the present invention, since synchronization is achieved by the first motor M1, a dog clutch type switching mechanism can be used.

[0019]

As is apparent from the above description, according to the present invention, the starting is performed by the second motor.
This eliminates the need for conventional start control using a clutch, which allows smooth start and facilitates control. Also, since the clutch only needs to be operated during shifting,
The control becomes much easier and the service life is improved. In addition, since the input and output shafts are synchronized by the first motor during shifting, there is no shock and the shifting time can be reduced. Further, since the driving force is assisted by the second motor at the time of the upshift in the low-speed gear, the feeling of deceleration can be eliminated during the shift and the driving feeling can be improved.

[Brief description of the drawings]

FIG. 1 is a schematic mechanism diagram of an example of a hybrid vehicle with an automatic manual transmission according to the present invention.

FIG. 2 is a flowchart illustrating an example of a method for controlling a hybrid vehicle according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 3 Clutch 4 Transmission 6 Input shaft 7 Output shaft 1314, 18 Synchronizing device 30 Clutch actuator 31-33 Shift actuator M1 First motor M2 Second motor 34 First controller 35 Second controller 36 Battery

Claims (2)

[Claims] A clutch provided between an output shaft of an engine and an input shaft of a transmission for connecting and disconnecting a driving force; and a plurality of transmission gear pairs disposed between the input shaft and the output shaft. A plurality of switching devices for selectively connecting each transmission gear pair to an input shaft or an output shaft in order to establish a desired gear, a shift actuator for switching and driving each switching device, and a clutch for connecting and disconnecting a clutch An automatic manual transmission having an actuator for transmission and a controller for controlling a shift actuator and a clutch actuator in accordance with a running state of the vehicle, wherein a first motor connected to the input shaft, the output shaft or A second motor connected to the shaft on the downstream side, a battery for supplying power to the first and second motors, and a second motor for controlling the first and second motors
The clutch is released when the vehicle starts, or the transmission gear pair is set in the neutral state, the vehicle is started by the second motor, the clutch is engaged at a predetermined vehicle speed or higher, and the desired transmission gear pair is In this case, the first motor is used to synchronously control the input shaft so that the rotational speed ratio between the input shaft and the output shaft becomes a speed ratio corresponding to a desired gear when the gear is switched. A hybrid car with an automatic manual transmission. 2. The hybrid vehicle with an automatic manual transmission according to claim 1, wherein the first motor has a power generation function of charging the battery with engine power when the battery capacity is insufficient.