JP2002250436A - Driving gear for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving ear for vehicle which can resolve torque dropout shock. SOLUTION: The driving gear for a vehicle comprises a transmission 2, which receives power from an engine E and outputs at a driving system with changing gears in multistep by switching transmission gears 25 to 29 and 35 to 39, a clutch 1 which can release and connect the power transmitted from the engine E, and an assist members 43 to 46 which drive a driving system, located in the downstream of the transmission gears of the transmission 2. When the transmission gears of the transmission 2 are switched, the assist members 43 to 46 are actuated by the release of the clutch 1 and/or a return to the neutral position of the transmission gears, and the operation of the assist members 43 to 46 stops, after the switching of the transmission gears and/or by a connection of the clutch 1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle drive device, and more particularly, to a vehicle drive device suitable for a transmission in which power transmission is interrupted during shifting.

[0002]

2. Description of the Related Art Conventionally, a mechanical clutch is provided with an actuator for operating a clutch, while a manual transmission is provided with an actuator for operating a gear shift to provide an automatic shift mode for automatically performing a clutch releasing / engaging operation and a shift operation. A known transmission is disclosed in, for example, JP-A-7-15
There are those disclosed in Japanese Patent Application Laid-Open No. 1217 and Japanese Patent Application Laid-Open No. 9-79374.

[0003]

However, in the above-described conventional example, the gearshift operation is performed in a state where the clutch is released during the gearshift and the power transmission between the engine and the transmission is interrupted, and after the gearshift operation is completed (approximately 0.2 mm). (3 seconds later), the clutch is re-engaged and the power transmission is resumed. Therefore, during the suspension, the vehicle is in the coasting state, and the drive system between the clutch and the driving wheel at the terminal end of the vehicle drive system is shifted from the power transmission state to the power transmission state. Since the torque is not suddenly applied, a torque loss shock occurs. On the other hand, when the clutch is re-engaged, a drive torque rises in the entire drive system and a torque shock occurs.

[0004] The torque shock can be prevented by operating the clutch to gradually increase the clutch torque when the clutch is engaged. However, it is possible to eliminate the torque loss shock caused by releasing the clutch. Did not.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle drive device that can eliminate a torque loss shock.

[0006]

According to a first aspect of the present invention, there is provided a transmission that receives power from an engine and changes gears in multiple stages by switching transmission gears and outputs the gear to a drive system, and power transmitted from the engine to the transmission. With a clutch that can be fastened and released,
Assist means for selectively applying drive torque to a drive system downstream of the transmission gear of the transmission; and activating the assistance means by disengaging the clutch and / or returning the transmission gear to neutral when switching the transmission gear of the transmission. And control means for stopping the operation of the assist means after the transmission gear is switched and / or by engagement of the clutch.

The assist means operates when the transmission of the driving force from the engine is interrupted by the clutch release or the return of the transmission gear to the neutral position during the shift, and the transmission from the engine to the downstream drive system is performed. It works to drive instead of power.

[0008] Accordingly, when the engagement and the shifting of the clutch are completed, the operation is stopped.

In addition, an electric motor or the like is optimal because it drives the downstream drive system in place of the driving force from the engine via the transmission, but is not limited thereto. And a hydraulic motor that rotates by hydraulic pressure.

[0010] In a second aspect based on the first aspect, the assist means comprises an electric motor, and the control means transmits a driving torque generated by the electric motor to a torque transmitted by a transmission gear before switching. And between the initial operation and the final operation in accordance with the torque transmitted by the transmission gear after the switching.

According to a third aspect of the present invention, in the first or second aspect, the assist means is constituted by an electric motor, and the control means is configured to switch the transmission gear of the transmission by using a transmission gear before switching. A torque corresponding to the transmitted torque is generated in the electric motor in the early stage of operation, and a torque corresponding to the torque transmitted by the shift gear after switching is generated in the electric motor in the final stage of operation. It is characterized in that the torque is gradually changed from to the end of operation.

According to a fourth aspect of the present invention, in any one of the first to third aspects, the control means prevents the operation of the assist means while the parking brake means is operating.

According to a fifth aspect of the present invention, a transmission that receives power from the engine and switches the transmission gear to change the speed in multiple stages and outputs the transmission to the drive system, and the power transmitted from the engine to the transmission can be engaged and released. A clutch, an assist device for driving a drive system downstream of a transmission gear of the transmission, and a condition that the shift lever is selected to a forward range and the operation of the parking brake device is released while the vehicle is stopped. , While releasing the clutch,
And control means for operating the assist means.

In a sixth aspect based on the fifth aspect, the control means selects and operates the rotation and stop of the engine in accordance with the battery capacity.

According to a seventh aspect of the present invention, in any one of the first to sixth aspects, the assist means is connected to a driving system via a one-way clutch.

[0016]

Therefore, according to the first aspect, the assist means for driving the drive system downstream of the transmission gear of the transmission is operated when the clutch is disengaged when the transmission gear is switched and / or when the transmission gear returns to neutral. The torque applied to the drive system does not greatly increase or decrease during gear shifting, preventing a torque loss shock occurring in the drive system,
Shock during shifting can be reduced.

Therefore, while the shift operation means is added to the manual transmission, the shift shock at the time of the shift operation, which is inevitable when the clutch is provided with the clutch operation means and the control device automatically shifts the gear, can be reduced to a very small degree. The optimal transmission can be obtained in combination with the economy of the manual transmission.

In the second invention, in addition to the effect of the first invention, the driving torque generated by the electric motor constituting the assist means is controlled by the torque transmitted by the transmission gear before switching and the transmission gear after switching. Since the torque is changed between the initial operation and the final operation in accordance with the transmitted torque, the torque step can be limited to a predetermined value in the initial and final stages of the shift, and the shift shock is reduced by an automatic transmission using a planetary gear set with a torque converter. And it is more economical than an automatic transmission using a planetary gear set with a torque converter.

In the third invention, in addition to the effects of the first or second invention, the drive torque generated by the electric motor constituting the assist means is changed from the torque transmitted by the transmission gear before the change. Since the torque transmitted by the transmission gear is changed between the initial stage and the final stage of operation, a torque step at the time of shifting can be eliminated, and shift shock can be extremely reduced.

In the fourth invention, in addition to the effects of the first to third inventions, the operation of the assist means is prevented during the operation of the parking brake means of the vehicle, so that the shift lever is moved in the forward range. Even with a manual transmission in which a low speed gear such as the first or second gear is selected while the vehicle is stopped, malfunction such as starting does not occur and safety is high.

In the fifth invention, when the vehicle is stopped,
On condition that the shift lever is selected to the forward range and the operation of the parking brake means is released,
Since the clutch is released and the assist means is operated, the vehicle can be advanced at a very low speed from a stopped state, the operability of the vehicle can be improved, and delicate vehicle operations such as putting in a garage can be easily performed. It is possible to prevent the vehicle from retreating at the time of starting or the like, and it is possible to enhance the merchantability with an inexpensive device.

According to the sixth aspect, in addition to the effect of the fifth aspect, since the rotation and stop of the engine can be selected according to the battery capacity, the engine can be stopped when the vehicle is stopped, and the power loss can be reduced.

In the seventh aspect, the driving force of the assist means is transmitted to the driving system via the one-way clutch.
It is economical if the assist means is operated only during operation, and it is not necessary to rotate the assist means at high speed even during cruising at high speed, and its durability can be ensured.

[0024]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows the overall structure of a vehicle drive device to which the present invention can be applied, FIG. 2 is a plan view thereof, FIG. 3 is a side view thereof, and shows a clutch 1, a manual transmission 2, and an assist mechanism. The assist mechanism 3 is used instead of the engine during gear shifting to secure the torque of the drive system downstream of the transmission 2 to prevent torque loss shock.

In FIG. 1, the clutch 1 is mounted on an input shaft 21 of a transmission 2 in a clutch housing 10 and an engine crankshaft end (not shown). Pressure plate 12, a flywheel 13, a clutch cover 14, a diaphragm spring 15, and the like.

Usually, the diaphragm spring 1
When the clutch disk 11 is sandwiched between the pressure plate 12 and the flywheel 13 with the spring force of 5, the clutch disk 11 is engaged and the driving force from the engine is transmitted to the input shaft 21 of the transmission 2.
To communicate.

The release spring 16 slidably supported by the clutch housing 10 is actuated by a clutch motor 17 as an operating means shown in FIG. 2 and is pressed by a withdrawal lever (not shown) to attach the diaphragm spring 15. Release the power and pressure plate 1
By retreating the clutch 2, the clutch disk 11 is released, so that the transmission of the driving force from the engine to the input shaft 21 of the transmission 2 is cut off.

The transmission 2 is provided between the clutch housing 10 and the transmission case 20, and includes the input shaft 21 and a main shaft 22 and a differential case 23 arranged in parallel with the input shaft 21. And the case 20 supports both ends.

The input shaft 21 has a first gear 25, a reverse gear 24, a second gear 26, a third gear 2
A seventh-speed gear 28, a fifth-speed gear 29 are integrally disposed, and a first-speed main gear 35 to a fifth-speed main gear 39 meshing with the forward gears 25 to 29 on the input shaft 21 are rotatable on the main shaft 22. The reverse gear 24 is configured to mesh with a reverse main gear 34 integrated with the main shaft 22 via an idler gear (not shown) at the time of reverse shifting.

Synchronizing mechanisms 30 to 32 are arranged between the first-speed main gear 35 and the second-speed main gear 36, between the third-speed main gear 37 and the fourth-speed main gear 38, and beside the fifth-speed main gear 39, respectively. Mechanism 30-32
Is operated by a shift motor 33 as an operating means shown in FIG. 2, and releases the connection between the main gear and the main shaft 22 which have been transmitting power so far at the time of gear shifting, and returns to the neutral position. It has a function of connecting the two while synchronizing the rotation speed with the main shaft 22.

The selected main gear, that is, the shift speed, is a first-second speed, a second-third speed, a third-speed fourth speed, and a fourth-speed-5 speed set by the vehicle speed value and the throttle opening value of the engine. The vehicle speed and the throttle are determined based on the shift schedule defined by the upshift lines between the speeds and the downshift lines between the 5th-4th speed, the 4th-3rd speed, the 3rd-2nd speed, and the 2nd-1st speed. It is automatically determined according to the state of the opening.

A final drive gear 40A constituting a final drive is formed between the main shaft 22 and the differential case 23, and a final gear 40B is provided in the differential case 23.

In the differential case 23,
Although not shown, a differential gear is arranged, and its output is transmitted to drive wheels (not shown) via a drive shaft 41 (see FIG. 2).

The assist mechanism (also referred to as assist means) 3 includes an assist motor (electric motor) 43 having a motor shaft 42 penetrating the transmission case 20, and a motor 42.
The motor gear 45 is mounted on a shaft via a one-way clutch (one-way clutch) 44, and an idler gear 46 (see FIG. 3) meshing with the motor gear 45 and the final drive gear (main gear) 40A. Drive torque of motor gear 4
5, final gear 40A via idler gear 46,
It functions to add to the drive system between 40B and the drive wheels. The idler gear 46 is supported at both ends by the transmission case 20 and the clutch housing 10.

FIG. 4 shows a transmission path of the driving force. In a normal state in which the driving force from the engine is transmitted, the input shaft 21 receives one signal from the input shaft 21.
Any of the main gears 35 to 39 of the fifth to fifth speeds, any of the synchronizing mechanisms 30 to 32, the main shaft 22, and the final gears 40A and 40B are transmitted as indicated by hatched arrows.

During the shifting, the above-mentioned shifting gears 25 to 29,
The power via 35 to 39 is cut off by the clutch 1, and the driving torque by the assist motor 43 is changed to the final gears 40 </ b> A and 40 </ b> B via the one-way clutch 44, the motor gear 45 and the idler gear 46. Is transmitted as follows.

FIG. 5 shows a control system of the vehicle drive device, which includes a shift control unit TCU for controlling the clutch motor 17 and the shift motor 33, and a motor control unit MCU for controlling the assist motor 43.
And an engine control unit ECU that controls the engine speed during shifting.

The engine control unit ECU
Are the engine speed signal from the engine speed sensor 50, the accelerator opening signal from the accelerator opening sensor 51,
A throttle opening signal from the throttle opening sensor 52,
An engine torque signal from the engine torque sensor 53 is input, and when the gear is not shifting, the throttle opening is controlled based on the accelerator opening signal, and the control result is monitored based on the throttle opening signal.

At the time of shifting, the engine torque signal is monitored, and the throttle of the engine E is made to match the torque output from the engine E based on the required torque signal (throttle opening increase / decrease command) from the shift control unit TCU. Adjust the opening.

More specifically, when the transmission 2 is upshifted (also referred to as upshifting), the transmission control unit TCU receives an engine torque cut request signal (throttle opening degree reduction command) for decreasing the engine speed. The throttle opening of the engine E is adjusted to decrease.

When a downshift (also referred to as downshift) is performed, a request signal (throttle opening increase command) for increasing the engine speed is received from the shift control unit TCU, and the throttle opening of the engine E is reduced. When the downshift is completed, the throttle opening of the engine is reduced and adjusted in response to a request signal (throttle opening reduction command) for decreasing the engine torque from the transmission control unit TCU to reduce the engine speed by the transmission ratio.

The shift control unit TCU (control means) is provided with a shift position signal (a neutral position N, a forward position D, a manual position 3, 2, 1, a reverse position R, etc.) from the shift lever position sensor 54. D
Range, 3 range, 2 range, 1 range, R range), a gear position signal (1st to 5th speed) from a gear position sensor 55 of the transmission 2, an input shaft speed sensor 5 of the transmission 2
6, a parking signal from a parking lamp switch 57 of a parking brake device (parking brake means) (not shown) of the vehicle, and a wheel speed signal from a wheel speed sensor 58 to control the braking force during braking. A vehicle speed signal is input from the skid control computer 59, and a generated torque signal (throttle opening signal) is input from the engine control unit ECU.

Further, based on the shift schedule, the shift speed is determined in accordance with the vehicle speed signal and the throttle opening signal. If a shift is required, a clutch release command / clutch engagement command is transmitted to the clutch motor 17. Motor 3
3, a new gear position command, an assist start command / assist end command to the motor control unit MCU,
A throttle opening decrease / increase command is output to the engine control unit ECU.

That is, in the upshifting, a throttle opening reduction command is output to the engine control unit ECU, and then a release command is output to the clutch motor 17 and an assist motor operation start command is output to the motor control unit MCU. Then, it is determined whether or not the input rotation speed is within the range of the rotation speed corresponding to the upshift. If the input rotation speed is within the allowable range, a shift start command is output to the shift motor 33, and after the shift is completed, the clutch motor 17 is engaged. A command is output to the motor control unit MCU, and a command to return the throttle opening to the original opening corresponding to the accelerator opening is output to the engine control unit ECU to complete the shift operation. Let it.

A command to decrease the throttle opening degree to the engine control unit ECU at the time of the upshifting is given by upshifting (first-second gear, second-third gear, third-speed gear).
It is set for each of the fourth speed, the fourth speed and the fifth speed, and is stored in advance in a throttle opening map (not shown) as a throttle opening amount.

In a downshift, an assist motor operation start command is output to the motor control unit MCU and a throttle opening increase command is output to the engine control unit ECU, and the input rotation speed is adjusted to the rotation speed corresponding to the downshift. It is determined whether or not the shift is within the range. If the shift is within the allowable range, a shift start command is output to the shift motor 33, and after the shift is completed, the engine control unit E
Outputs a throttle opening reduction command to the CU so that the engine speed corresponds to the downshift, and outputs an assist operation end command to the motor control unit MCU, and then, the throttle opening corresponding to the accelerator opening to the engine control unit ECU. A return command to the original opening is output to complete the gear shifting operation.

A command to increase the throttle opening and a command to decrease the throttle opening to the engine control unit ECU at the time of the downshift are given by a downshift (5).
Speed-4, speed-4, speed-3, speed-3, speed-2, speed-1) and are stored in advance in the throttle opening map in advance as throttle opening amounts.

When starting the above shifting operation,
The shift position is the drive range (hereinafter referred to as D range)
This is started only when the parking signal from the parking brake lamp switch 57 is OFF and the input rotation speed is within the specified range.

Further, when the vehicle is stopped when the shift position is in the D range (forward range) and the speed is 1st, the release command is output to the clutch motor 17 and the assist start command is output to the motor control unit MCU. Output to enable the vehicle to move forward (creep) at a very low speed by the assist motor 43.
9, an assist torque adjustment command is output to the motor control unit MCU so that the vehicle speed is set to the vehicle speed set by the vehicle speed signal from the engine speed control unit 9. When an accelerator pedal depressing signal is received from the engine control unit ECU, an engagement command is sent to the clutch motor 17 and the motor control unit
An assist end command is output to U, and power transmission from engine E is restarted.

In the creep running, when the battery capacity is within the allowable range, an engine stop command is output to the engine control unit ECU to operate the engine in a stopped state, and the accelerator pedal is depressed to restart the engine. The engine E is operated in an idling state by the engine control unit ECU when the battery capacity is less than the allowable range. There is also an operation state that ends when the accelerator pedal is depressed, and one of the operation states is selected according to the battery capacity.

The creep running starts only when the parking brake lamp switch 57 for detecting the operating state of the parking brake means is in the OFF state, and is inhibited when the parking brake lamp switch 57 is in the ON state. Is done.

The motor control unit MCU
(Constituting the control means) increases an assist torque in response to a torque loss due to the release of the clutch 1 by the clutch motor 17 in response to an assist start command from the shift control unit TCU, and outputs an assist end command from the shift control unit TCU. Accordingly, the assist motor 43 is operated so as to reduce the assist torque in response to the increase in the transmission torque due to the engagement of the clutch 1 by the clutch motor 17.

The motor control unit M
The CU has an upshift (1st-2nd, 2nd-3rd, 3rd
Map of the assist torque for each of the fourth speed, the fourth speed and the fifth speed)
Further, a map of the assist torque for each downshift (5th-4th speed, 4th-3rd speed, 3rd-2nd speed, 2nd-1st speed) is stored, and is read out at every shift, An optimal assist torque is commanded to the assist motor 43.

Further, during creep running, the assist torque is increased or decreased in accordance with an assist torque adjustment command from the shift control unit TCU, and the road surface inclination state is increased.
The configuration is adapted to a traveling load that changes according to the vehicle loading state.

Next, the operation of the shift control unit TCU of the vehicle drive device will be described with reference to FIGS. 6 and 7 for upshifting, FIG. 8 for downshifting, and FIG. 9 for creeping operation.

As described above, the shift control unit TCU determines the shift speed according to the vehicle speed signal and the throttle opening signal based on the built-in shift schedule.
The upshift is selected when the gear ratio (reduction ratio) of the determined gear is smaller than the current gear, and the downshift is selected when the gear ratio is increased.

When the upshift is selected,
The control shown in the flowchart of FIG. 6 is executed. As shown in FIG. 6, upshifting is performed in steps 1-4.
, And a shift operation unit in Steps 5 to 11. The operation of the clutch motor 17 and the operation of the assist motor 43 in Steps 6 and 10 of the shift operation unit are performed when the clutch motor 17 operates. When the clutch 1 is released, the assist torque by the assist motor 43 increases in synchronism therewith, and when the clutch 1 is restarted by the clutch motor 17, the assist torque by the assist motor 43 decreases in synchronism therewith.

In steps 7 to 9, the transmission torque of the clutch 1 does not act on the drive system, and the assist torque by the assist motor 43 acts on the drive system.

In the pre-shift check section, first, in step 1
In step 2, it is determined whether or not the position signal from the shift lever position sensor 54 is in the D range.
5 is the gear position N before the upshift.
, Whether or not the signal from the parking brake lamp switch 57 is OFF in Step 3;
In step 4, it is determined whether or not the input rotation speed from the input rotation speed sensor 56 is within the specified range of the current upshift.

The determination in step 1 is that the shift position is D
This is a confirmation of the range, and the shift operation is not started when the gear is shifted to the N range, the manual 3 (2, 1) range, or the R range.

The determination in step 2 is for confirming whether or not the gear position before the shift in the shift schedule matches the gear position from the gear position sensor 55. The gear position sensor 55, the throttle opening sensor If there is a failure in the vehicle 52, an abnormality in the vehicle speed signal, or the like, it is expected that the gear positions do not match, and the gear shift operation is not started.

The determination in step 3 is to confirm whether or not the vehicle is stopped with the parking brake actuated, and the shift operation is not started while the vehicle is stopped.

The determination in step 4 is that the input rotation speed is
This is a check as to whether or not the target upshift is within the specified range. If the rotation is out of the specified range and the rotation speed is high, the shift operation is not started.

If all of the above-mentioned confirmations in steps 1 to 4 are satisfied, the step of the shift operation section is started, and in step 5, a throttle opening reduction command is output to the engine control unit ECU. 17, outputs an assist motor operation start command to the motor control unit MCU, and outputs a neutral position return command to the shift motor 33.

By the above operation, the engine control unit ECU reduces the throttle opening to prepare for an upshift, and the clutch motor 17
Is released, and the motor control unit MCU activates the assist motor 43 to generate the optimum target assist torque for the upshift. Further, the shift motor 33 returns to the neutral state, and the synchronizing mechanism 30 between the first-speed main gear 35 and the main shaft 22 is set to the neutral state, and the input shaft 21 and each of the shift main gears 35 to 39 are set.
Is rotated freely.

In this state, the power from the engine E is cut off by the clutch 1, and the final gear 40 A, instead of the assist motor 43 via the one-way clutch 44, the drive gear 45, and the idler gear 46,
An assist torque acts on a drive system including the drive gear 40B, the differential gear 23, the drive shaft 41, and the drive wheels, and the drive torque is maintained regardless of the release of the clutch 1. Therefore, the occurrence of a torque loss shock due to a sudden decrease in the driving torque is prevented.

FIG. 7 shows the rotation speed of the main shaft 22 during the upshift from the first speed to the second speed (see FIG. 7A).
FIG. 7 shows changes in transmission torque (see FIG. 7D) and assist torque (see FIG. 7C) input to the drive system.
From the time T1 when the clutch 1 is released, the transmission torque sharply decreases in the related art as shown in FIG. 7B, but instead, the assist torque rises as shown in FIG. 7C to assist the reduction of the transmission torque. Is shown.

Returning to FIG. 6, it is determined in step 7 whether or not the input rotational speed has fallen into a rotational speed range corresponding to the upshift. Since the input rotational speed is not driven by any of the clutch 1 and the synchronizing mechanisms 30 to 32, the input rotational speed decreases from the time T1 as shown in FIG.

Therefore, when the input rotation speed has fallen to the corresponding rotation speed range, the routine proceeds to step 8, where the shift motor 33 is caused to shift to a new upshift speed.
The corresponding main gears 36 to 39 and the main shaft 22 are synchronized by the corresponding synchronization mechanisms 30 to 32.

Next, at step 9, it is determined whether or not the shift is completed. When the shift ends, the synchronization mechanism 30
It is confirmed by detecting that the shift motor 33 has reached the stroke end upon completion of the synchronization of .about.32.

The motor control unit MCU
7C gradually changes the assist torque value of the assist motor 43 from the transmission torque value before shifting to the transmission torque value after shifting as shown in FIG. 7C.

When the shift is completed in step 9, the process proceeds to step 10, in which an engagement restart instruction is output to the clutch motor 17, and an assist operation end instruction is output to the motor control unit MCU. (Time T2 in FIG. 7) The clutch motor 17 engages the clutch 1 at a predetermined engagement speed without generating an engagement shock, and the motor control unit MCU adjusts the assist torque of the assist motor 43 in accordance with the engagement speed of the clutch 1. Lower.

The transition from the assist torque to the clutch torque is performed by operating the one-way clutch 44 when the main shaft 22 is driven to rotate by the engagement of the clutch 1.
When the drive by the assist motor 43 is cut off (see time T3 in FIG. 7), the power from the engine E is transmitted to the drive system thereafter. Then, the assist motor 43 is stopped, and only the drive gear 45 and the idler gear 46 rotate with the main shaft 22.

Even when the clutch is engaged, the transition from the assist torque to the clutch torque is smoothly performed by the one-way clutch 44.

If the rising position of the assist torque in FIG. 7 is moved earlier, and the falling position of the assist torque is moved later, the reduced portion of the clutch torque can be completely covered, and the drive system torque can be completely reduced. Can be eliminated.

In step 11, a throttle opening return command is output to the engine control unit ECU, the throttle opening is controlled following the accelerator opening sensor, and the upshifting is completed.

During the shifting (time T1 to T2 in FIG. 7)
Is controlled by a pattern stored in the motor control unit MCU, and the pattern is controlled by a shift-up shift (first speed-2).
Speed, 2nd-3rd speed, 3rd-4th speed, 4th-5th speed).

Further, it is desirable that the torque value is made equal to the torque value transmitted via the clutch 1 when the assist torque is switched to the clutch torque at the beginning and end of the assist torque. Even if the torque value is 50% of the torque value transmitted via the clutch 1, the torque shock can be reduced to the same level as a planetary gear type automatic transmission in which the transmission gear is switched by the multi-plate clutch.

When the shift speed determined according to the vehicle speed signal and the throttle opening signal is downshift based on the shift schedule, the control shown in the flowchart of FIG. 8 is executed.

As shown in FIG. 8, the downshifting is
Confirmation unit before shifting in steps 12 to 15 and step 1
Steps 12 to 15 of the pre-shift confirmation section are the same as Steps 1 to 4 described at the time of upshifting, and thus description thereof is omitted, and Step 16 constituting the shift operation section is described below. It will be explained first.

If all of the confirmations at steps 12 to 15 of the pre-shift confirmation section are satisfied, a throttle opening reduction command is output to the engine control unit ECU at step 16 and the assist motor is sent to the motor control unit MCU at step 17. An operation start command is output, and at the same time, a neutral position return command is output to the shift motor 33.

With the above operation, the engine control unit ECU reduces the throttle opening to prepare for a downshift, and the motor control unit MC
U activates the assist motor 43 and generates an optimum target assist torque for downshifting. Further, the shift motor 33 returns to the neutral state, for example, the synchronization mechanism 30 between the second speed main gear 36 and the main shaft 22.
Is neutralized, the input shaft 21 and the transmission main gears 35 to 39 are separated from the main shaft 22 and rotated together with the engine E via the clutch 1.

In this state, all the synchronization mechanisms 30 to
32 is released, the power from the engine E is cut off, and the one-way clutch 44, the drive gear 45, and the idler gear 4
6, an assist torque acts on a drive system including the final gear sets 40A and 40B, the differential gear 23, the drive shaft 41, and the drive wheels, and the drive torque is applied regardless of opening of the synchronization mechanisms 30 to 32. Has been maintained. Therefore, the occurrence of a torque loss shock due to a sudden decrease in the driving torque is prevented.

As the assist torque value, a value corresponding to the clutch transmission torque before the downshift is set as an initial target value, and a value corresponding to the clutch transmission torque after the downshift is set as an end target value, and the assist torque value is gradually increased between the two target values. To shift down shifts (5th-4th, 4th-3rd,
(3rd speed-2nd speed, 2nd speed-1st speed) are set in the storage means in the motor control unit MCU. These target values do not necessarily need to be the same as the values corresponding to the clutch transmission torque, and may be the transmission torque corresponding to the engine brake during downshifting.

Next, in step 18, a throttle opening increase command is output to the engine control unit ECU to increase the input rotation speed for downshifting. This throttle opening increase command is a downshift (5th to 4th, 4th to 3rd, 3rd to 2nd, 2nd to 1st)
Each of them is set and stored.

In the following step 19, the input rotational speed is monitored, and it is waited until the input rotational speed reaches a range corresponding to the shift speed N + 1. (If the gear stage before the gear shift is the second gear, the gear is the first gear after the gear shift, the synchronous mechanism is 30) to operate the gear shift main gear (the gear shift main gear 35 in the above case) constituting the gear stage N-1. And the synchronization with the main shaft 22 are started.

The progress of the synchronizing action is monitored in step 21. When the synchronization of the synchronizing mechanisms 30 to 32 is completed, it is detected whether or not the shift motor 33 has reached the stroke end to determine whether or not the shift is completed. Is determined.
If the shift has not been completed, the synchronizing operation is continued.

When the end of the shift is detected in step 21,
From engine E to clutch 1, input shaft 21, shift stage N-1
Transmission main gear (35) and the corresponding synchronization mechanism (3
0), the transmission path of the engine power of the main shaft 22 is determined. Therefore, the assist torque is not required, and the process proceeds to the subsequent step 22 to output an assist motor operation end command to the motor control unit MCU to reduce the assist torque. When the rotational speed of the assist motor 43 decreases, the one-way clutch 44
Is activated and the assist torque disappears.

At step 23, a throttle opening return command is output to the engine control unit ECU, the throttle opening is controlled following the accelerator opening sensor, and the downshifting is completed.

When the vehicle is stopped, the creep control shown in FIG. 9 is executed. The creep control flowchart shown in FIG. 9 is composed of steps 24 to 26, and includes a creep availability determination section for determining whether or not creep operation is possible, and steps 27 to 33. The engine is stopped according to the battery capacity. A state selector for determining whether the state is to be performed in the state or the engine rotation state;
And a creep processing execution unit 8.

[0092] In step 24, it is determined whether or not the position signal from the shift lever position sensor 54 is in the D range, and in step 25, whether or not the gear position signal from the gear position sensor 55 is the first speed. At 26, it is determined whether or not the signal from the parking brake lamp switch 57 is OFF.

The determination in step 24 is that the shift position is D
It is a confirmation that the vehicle is in the range, and the fact that the vehicle is in the D range confirms the intention to drive. If the vehicle is shifted to the N range, the manual 3 (2, 1) range, or the R range, Creep operation is not started.

The determination in step 25 is for confirming the gear position for traveling at low speed by being in the first speed, and the creep operation is not started when the vehicle is traveling in the middle to high speed in the second to fifth speeds. .

The determination in step 26 is to determine whether or not the vehicle can run based on whether or not the parking brake is operated.

If all of the above confirmations in steps 24 to 26 are satisfied, the process proceeds to step 27 of the state selection section, and
It is determined whether or not the battery capacity is equal to or more than the allowable range. If the battery capacity is equal to or more than the allowable range, the engine stop command is output to the engine control unit ECU because the assist motor 43 can be rotated for a predetermined time by the battery power. In step 29, it is confirmed that the engine is stopped by checking that the input rotation speed is zero. If it is not confirmed in step 29 that the engine has stopped, the creep operation is not started.

Next, the routine proceeds to step 30, where the clutch motor 17 is operated to release the clutch 1, and the routine proceeds to step 34 of the creep operating section.

If it is determined in step 27 that the battery capacity is smaller than the allowable range, the assist motor 43 cannot be rotated for a predetermined time by the battery power. Is operated to release the clutch 1, and then the routine proceeds to step 32, where a command for engine start idling rotation is output to the engine control unit ECU.
Electric power from a generator (not shown) rotated when the engine E is started can be supplied to the assist motor 43.

Next, after confirming in step 33 that the engine rotation state is within the idling range, the routine proceeds to step 34 of the creep operating section. If it is not confirmed in step 33 that the engine rotation state is within the idling range, the creep operation is not started.

In step 34, an assist motor operation start command is output to the motor control unit MCU, and the driving force from the assist motor 43 is transmitted to the one-way clutch 4.
4. By driving the main shaft 22 via the drive gear 45 and the idler gear 46, the vehicle travels forward.

In this case, the vehicle speed is set to a specified value, for example, any of 3 to 5 km / h, and monitored in step 35. If the vehicle speed is deviated from the specified value, the process proceeds to step 36 in which the assist from the motor control unit MCU is performed. Adjust by increasing or decreasing the torque setting.

The set value of the assist torque changes every time depending on the degree of inclination of the road surface, the riding state and the loading state, and is changed every time the creep control is performed.

When the vehicle speed reaches the specified value, the routine proceeds to step 35, where
It is determined whether or not an accelerator pedal depression signal has been received from the engine control unit ECU, and the vehicle speed is controlled to a set value until the accelerator pedal depression signal is received.

If it is determined in step 35 that the accelerator pedal depression signal has been received, the flow proceeds to step 38 for ending the assist and engaging the clutch to indicate the start of traveling. If the engine E is stopped, it is restarted by the engine control unit ECU.

In step 38, an engagement restart command is output to the clutch motor 17, while an assist operation end command is output to the motor control unit MCU. The clutch motor 17 engages the clutch 1 at a predetermined engagement speed without generating an engagement shock, the motor control unit MCU reduces the assist torque of the assist motor 43 in accordance with the engagement speed of the clutch 1, and the creep operation ends. Then, it shifts to the running state.

In order to reduce the driving load during the creep control, a neutral return command is output to the shift motor 33, and the gear position is set to the neutral state only during the creep operation of the assist motor 43. Since there is no gear mesh between the main shaft 22 and the input shaft 21, the main shaft 22 and the synchronizing mechanisms 30 to 3
It is also possible to rotate only the second gear, and in step 38, the shift motor 33 may be operated to return to the first speed.

The above embodiment has the following effects.

In the upshifting, the shift control unit TCU outputs an assist motor operation start command to the motor control unit MCU in response to the operation command to the clutch motor 17 to apply assist torque to the drive system downstream of the transmission. In the downshift, an assist motor operation start command is output to the motor control unit MCU in response to the neutral return command to the shift motor 33 to apply assist torque to the drive system downstream of the transmission. A decrease in drive torque can be prevented when shifting from before shifting to during shifting, and the torque applied to the driving system does not greatly increase or decrease even during shifting, and a torque loss shock occurring in the driving system can be prevented and reduced.

Further, since the assist torque applied by the assist motor 43 is maintained during the shift, the stepping phenomenon of the drive torque at the end of the shift or at the time of the clutch engagement is reduced. In this regard, the shock at the time of the shift can be reduced.

Therefore, while the shift operation means is added to the manual transmission, the shift shock at the time of the shift, which is inevitable when the clutch 1 is provided with the clutch operation means and the control device automatically shifts the gear, can be reduced to a very small extent. Thus, an optimal transmission can be obtained in combination with the economy of the manual transmission.

The drive torque generated by the assist motor 43 is changed between the initial stage and the final stage of operation from the torque transmitted by the transmission gear before switching to the torque transmitted by the transmission gear after switching. Therefore, it is possible to eliminate a torque step at the time of gear shifting, and to extremely reduce gear shift shock.

Of course, even if assist is performed by 50% of the above-mentioned torque value without making them completely coincide with each other, the shift shock can be reduced as well as the automatic transmission using the planetary gear set with the torque converter. It is more economical than an automatic transmission with an attached planetary gear set.

When the parking brake lamp switch 57 of the vehicle is ON, the shift and the operation of the assist motor 43 are prevented. Even with a manual transmission for selecting a gear, malfunction such as starting does not occur and safety is high.

When the shift lever is selected to the D range and the parking brake lamp switch 57 is turned off while the vehicle is stopped, the clutch 1 is disengaged and the assist motor 43 is operated. Therefore, the vehicle can be advanced at a very low speed from a stopped state, the operability of the vehicle can be improved, delicate vehicle operations such as entering a garage can be easily performed, and the vehicle can be prevented from retreating on a slope start or the like. In addition, the marketability can be improved with an inexpensive device.

In this case, since the engine E is stopped when the battery capacity is within the allowable range, power loss due to engine rotation can be reduced.

Further, since the assist motor 43 is connected to the drive system via the one-way clutch 44,
It is economical to stop the motor at normal times and operate the assist motor 43 only during operation, and it is not necessary to rotate the assist means at high speed even during cruising at high speed, and its durability can be ensured. .

In the above embodiment, the transmission operated in the automatic transmission mode has been described. However, although not shown, the transmission is intended for a transmission having a manual transmission mode for manually determining the gear position. You may.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view of a vehicle drive device according to an embodiment of the present invention.

FIG. 2 is a plan view of the vehicle drive device.

FIG. 3 is a side view of the vehicle drive device.

FIG. 4 is a path diagram showing a transmission path of a driving force of the vehicle drive device.

FIG. 5 is a system diagram of the vehicle drive device.

FIG. 6 is a flowchart illustrating a shift-up process of a shift control unit.

7 is a graph showing a change in characteristics at the time of first-second speed shift in FIG. 6, wherein FIG. 7A shows an input rotation speed, FIG. 7B shows a transmission torque by a clutch, FIG.
D shows the torque applied to the drive system.

FIG. 8 is a flowchart showing a shift-down process of the shift control unit.

FIG. 9 is a flowchart showing a creep process of the shift control unit.

[Explanation of symbols]

 E engine TCU gear change control unit (control means) ECU engine control unit MCU motor control unit (control means) 1 clutch 2 transmission 3 assist mechanism (assist means) 17 clutch motor (operating means) 21 input shaft 22 main shaft 23 differential case 24 reverse gear 25-29 1st gear-5th gear 30-32 synchro mechanism 33 shift motor (operating means) 34 reverse main gear 35-39 1st speed main gear-5th speed main gear 40A, 40B final gear 41 drive shaft 43 assist motor ( Electric motor) 44 one-way clutch (one-way clutch) 45 drive gear 46 idler gear 52 throttle opening sensor 54 shift lever position sensor 55 gear position Capacitors 56 input rotation speed sensor 57 parking brake lamp switch 58 wheel speed sensors

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (reference) F16H 59:70 F16H 59:70 63:20 63:20 F term (reference) 3J067 AA01 AA21 AB24 AC03 AC53 BA13 BB02 BB03 BB04 BB11 BB14 CA02 CA22 CA23 DB32 EA04 FB01 GA01 3J552 MA04 MA13 NA01 NB01 PA03 RA02 SA26 SA30 UA03 UA05 VA32Z VA62Z VB01Z VB10W VB16Z VC01Z VC03W VC03Z VD01W VD01Z VD11Z

Claims (7)

[Claims] 1. A transmission that receives power from an engine and changes gears in multiple stages by switching a transmission gear to output to a drive system, a clutch capable of engaging and releasing power transmitted from the engine to the transmission, An assist means for selectively applying a drive torque to a drive system downstream of a transmission gear of the transmission; and operating the assist means by disengaging the clutch and / or returning the transmission gear to neutral when switching the transmission gear of the transmission. And a control means for stopping the operation of the assist means after shifting of the transmission gear and / or by engagement of the clutch. 2. The assist means is constituted by an electric motor, and the control means transmits a drive torque generated by the electric motor by a torque transmitted by a transmission gear before switching and by a transmission gear after switching. The vehicle drive device according to claim 1, wherein the drive device is changed between an initial operation and an operation end according to the torque. 3. The assist means is constituted by an electric motor, and the control means is configured to switch a shift gear of the transmission.
A torque corresponding to the torque transmitted by the transmission gear before the switching is generated in the electric motor in the early stage of the operation, and a torque corresponding to the torque transmitted by the transmission gear after the switching is generated in the electric motor in the final stage of the operation. 3. The vehicle drive device according to claim 1, wherein the torque is gradually changed from the initial operation to the final operation during the switching. 4. The vehicle drive device according to claim 1, wherein the control unit prevents the operation of the assist unit while the parking brake unit is operating. 5. A transmission that receives power from the engine and switches the transmission gear to change the speed in multiple stages to output to a drive system; a clutch capable of engaging and releasing power transmitted from the engine to the transmission; An assist means for driving a drive system downstream of a transmission gear of the transmission; and A vehicle drive device comprising: a control unit for operating the assist unit while opening the vehicle. 6. The vehicle drive device according to claim 5, wherein the control means selects and operates the rotation and stop of the engine according to a battery capacity. 7. The vehicle drive device according to claim 1, wherein the assist unit is connected to a drive system via a one-way clutch.