JP2003212007A - Transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To attain a structure capable of reducing or eliminating uncomfortable and discomfort feelings caused upon gear shifting. <P>SOLUTION: This transmission automatically cuts off the connection of a clutch unit 5 upon gear shifting to automatically change the shifting state of a transmission unit 3 with an actuator 6. With the connection of the clutch unit 5 cut off, a motor 11 of an auxiliary driving unit 9 is energized to continue the rotation of a transmission shaft 7. Even under the connection of the clutch unit 5 cut off, the application of the driving force is continued to the transmission shaft 7 to eliminate the uncomfortable feeling. Moreover, since there is no need for performing a gear shifting operation very rapidly to eliminate the uncomfortable feeling, that gear shifting shocks can be reduced or eliminated, thus eliminating the discomfort feeling. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a transmission for a vehicle which automatically switches a stepped transmission which has been widely used as a manual transmission.

[0002]

2. Description of the Related Art A stepped transmission that changes a gear ratio by changing a meshing state of gears has a transmission efficiency higher than that of a general automatic transmission or various continuously variable transmissions in which a planetary gear mechanism is combined. It is still popular, especially in sports cars, because it makes it easier to improve the car's performance and gives a good driving feeling. Further, an automobile transmission that automatically performs a shifting operation of a stepped transmission for the purpose of facilitating driving operation while maintaining the advantages of the stepped transmission is also known. Various known from and implemented in part.

In such a transmission for an automobile, two types of operations required for a manual transmission, that is, a clutch unit engaging / disengaging operation and a shifting unit shifting operation, are hydraulic or electric. The actuator is automatically operated in association with each other. Conventionally, the gear shifting operation is performed automatically according to the running state of the vehicle, based on a lever operation performed by the driver, or selected by a switch.

FIGS. 3 and 4 schematically show an example of such a conventionally known automotive transmission that automatically performs a gear shifting operation of a stepped transmission. This automotive transmission is provided with an output shaft (crankshaft) 2 of an engine 1.
A clutch unit 5 that connects and disconnects the two shafts 2 and 4 to each other is provided between the input shaft 4 and the input shaft 4 of the stepped transmission unit 3. The gear ratio of the transmission unit 3 is switched by the actuator 6, and the clutch unit 5 is automatically disconnected when the transmission unit 3 is switched by the actuator 6. In this case, as the actuator 6, for example, an electric actuator described in International Publication WO 01/31234 A1 is used. Further, as another actuator for connecting and disconnecting the clutch unit 5, an unillustrated hydraulic cylinder or an electric actuator having a feed screw mechanism is used.

In any case, the clutch unit 5 is connected as shown in FIG. 3 during steady running of the vehicle (non-shift operation). In this state, the rotation of the output shaft 2 of the engine 1 is speed-changed by the speed change unit 3 and then transmitted to the drive wheels 8, 8 via a transmission shaft 7 such as a propeller shaft. On the other hand, during the shift operation, the clutch unit 5 is disconnected as shown in FIG. In this state, the rotation of the output shaft 2 of the engine 1 is not transmitted to the drive wheels 8, 8.

[0006]

SUMMARY OF THE INVENTION In the case of an automotive transmission that automatically performs the shifting operation of a stepped transmission as described above, the clutch unit 5 is disconnected without a driver's operation. The state in which the rotation of the output shaft 2 of the engine 1 is not transmitted to the drive wheels 8 appears. In the case of the automotive transmission that is the subject of the present invention, such a state appears (unlike the case of the conventional manual transmission) without the driver operating the clutch pedal, so that the driver feels uncomfortable. Feel (idle feeling). In order to reduce or eliminate such an uncomfortable feeling, it is also possible to perform a speed change operation mainly for a transmission for a high-performance vehicle to shorten the time during which the clutch unit 5 is disconnected. ing. However, if the speed change operation is simply performed quickly, the shock (shift shock) generated during the speed change becomes large, and the driver or the occupant feels uncomfortable from another aspect. In view of such circumstances, the present invention has been invented to realize an automotive transmission that does not give (or gives a low degree of) discomfort or discomfort to a driver or an occupant during a shift. .

[0007]

The vehicle transmission of the present invention is similar to the vehicle transmission which has been conceived in the past and partially implemented as shown in FIGS. A clutch unit is provided between the output shaft of the engine and the input shaft of the step-variable transmission unit for connecting and disconnecting the two shafts. The gear ratio of the transmission unit is switched by an actuator, and the clutch unit is automatically disconnected when the transmission unit is switched by the actuator.

In particular, the vehicle transmission of the present invention includes an auxiliary drive unit and a controller. Of these, the auxiliary drive unit is provided in the middle of the power transmission unit for transmitting the rotation of the output unit of the transmission unit to the drive wheels,
The transmission shaft that constitutes this power transmission unit is rotationally driven based on the electric power supplied to the electric motor. The controller controls the energization state of the auxiliary drive unit to the electric motor. The controller energizes the electric motor while the clutch unit is disconnected, and the auxiliary drive unit rotationally drives the transmission shaft in the same direction as the rotation direction based on the output shaft. To do.

[0009]

In the vehicle transmission of the present invention configured as described above, the auxiliary drive unit rotationally drives the transmission shaft when the clutch unit is disconnected for gear shifting operation. Therefore, since the driving force is continuously applied to the transmission shaft during the gear shift operation, the driver does not feel discomfort. Further, since it is not necessary to extremely speed up the gear shifting operation in order to eliminate this discomfort, the driver and other occupants will not be given an impact when shifting.

[0010]

1 and 2 show an example of an embodiment of the present invention. This automobile transmission is similar to the transmission for automobiles shown in FIGS. A clutch unit 5 is provided between the transmission unit 3 and the input shaft 4 to connect and disconnect the shafts 2 and 4 to each other. This clutch unit 5
Uses a dry single plate clutch similar to a clutch unit combined with a typical manual transmission. The actuator 6 is used to switch the gear ratio of the transmission unit 3.
In addition, the clutch unit 5 is automatically disconnected when the transmission unit 3 is switched by the actuator 6.

In particular, the vehicle transmission of this embodiment includes the auxiliary drive unit 9 and the controller 10. Of these, the auxiliary drive unit 9 is provided in the middle of the transmission shaft 7, which constitutes a power transmission unit for transmitting the rotation of the output portion of the transmission unit 3 to the drive wheels 8, 8. In the case of this example, the auxiliary drive unit 9 includes an electric motor 11 and a transmission mechanism 12 for transmitting the rotation of the electric motor 11 to the transmission shaft 7. As the transmission mechanism 12, various structures such as a chain and a sprocket, a belt and a pulley, and the like can be used. In the illustrated case, the drive gear 13 fixed to the rotary shaft of the electric motor 11 and the driven gear 14 fixed to the intermediate portion of the transmission shaft 7 are meshed with each other to form the transmission mechanism 12. With this configuration, the auxiliary drive unit 9 can freely rotate the transmission shaft 7 based on the energization of the electric motor 11.

The controller 10 controls the energization state of the electric motor 11 of the auxiliary drive unit 9. That is, the controller 10 energizes the electric motor 11 while the clutch unit 5 is disconnected, and the auxiliary drive unit 9 causes the transmission shaft 7 to operate.
It is rotationally driven in the same direction as the rotation direction based on the output shaft 2 of the engine 1.

In the case of the automotive transmission of the present example configured as described above, when the vehicle is in steady running (non-shifting operation), as shown in FIG.
The clutch unit 5 is connected as shown in FIG. In this state, the rotation of the output shaft 2 of the engine 1 is speed-changed by the speed change unit 3 and then transmitted to the drive wheels 8, 8 via a transmission shaft 7 such as a propeller shaft. in this case,
The electric motor 11 is also rotationally driven by the transmission shaft 7, and as it is, the electric motor 11 may become a load for the rotation of the engine 1. Therefore, as described in claim 3, if a clutch mechanism is provided between the electric motor 11 and the transmission shaft 7, the clutch mechanism is connected only when the rotation of the electric motor 11 is transmitted to the transmission shaft 7. It is possible to prevent the electric motor 11 from becoming a load on the rotation of the engine 1. As the clutch mechanism used in this case, a one-way clutch such as a roller clutch, a cam clutch, or a ratchet mechanism can be used. However, from the viewpoint of suppressing friction generated during idling and ensuring sufficient durability, an electromagnetic clutch or a disconnect type clutch such as a wet multi-plate clutch is preferable as described in claim 4.

On the other hand, during the shift operation, the clutch unit 5 is disconnected as shown in FIG. In this state, the rotation of the output shaft 2 of the engine 1 is not transmitted to the drive wheels 8, 8. Therefore, in the case of the vehicle transmission of this example, after the controller 10 detects that the clutch unit 5 is disconnected (or at the same time when a signal for disconnecting the clutch unit 5 is issued). Or immediately before that), the electric motor 11 is energized. In this case, when the clutch mechanism is provided between the electric motor 11 and the transmission shaft 7, the electric motor 11
This clutch mechanism is connected while the power is supplied to. In this state, the electric motor 11 rotationally drives the drive wheels 8, 8 via the transmission shaft 7. At this time, based on a signal from a rotation sensor (not shown), the electric motor 11
Is controlled so that the rotation speed of the transmission shaft 7 is the same as that before the clutch unit 5 is disconnected.
Therefore, since the driving force is continuously applied to the transmission shaft 7 during the gear shift operation, it is not necessary for the driver to feel uncomfortable. Further, since it is not necessary to extremely speed up the gear shifting operation in order to eliminate this discomfort, the driver and other occupants are not subjected to any shock during gear shifting. After the shift operation is completed, the state returns to the above-described steady running state.

In carrying out the present invention, preferably,
As described in claim 2, an acceleration sensor (not shown) for detecting the acceleration / deceleration state of the vehicle is provided, and the detection signal of the acceleration sensor is input to the controller 10. In this case, the controller 10 energizes the electric motor 11 only while the vehicle is in an accelerating state and the clutch unit 5 is disconnected. In other words, when the vehicle is in the decelerating state due to the signal from the acceleration sensor, the auxiliary power is not applied from the electric motor 11 to the transmission shaft 7, and the rotation of the transmission shaft 7 is reduced by the auxiliary power unit 9. Do not disturb

In this case, preferably, as described in claim 5, a motor generator having a power generation function is used as the electric motor 11. Then, when the vehicle is in a decelerating state by the signal from the acceleration sensor, the motor generator generates electric power to charge a battery (not shown). By doing so, it is possible to prevent the driver from feeling uncomfortable by preventing the feeling of deceleration from being interrupted during a gear shift operation (shift down) during deceleration. At the same time, energy recovery ensures electric power for energizing the electric motor 11 at the time of upshifting performed later, thereby improving fuel efficiency based on effective use of energy.

[0017]

Since the transmission for a vehicle of the present invention is constructed and operates as described above, it is possible to reduce or eliminate the uncomfortable feeling and discomfort given to the occupants including the driver due to the gear shifting operation. .

[Brief description of drawings]

FIG. 1 is a schematic diagram showing an example of an embodiment of the present invention in a state during steady running.

FIG. 2 is a schematic diagram similarly showing a state during a gear shift operation.

FIG. 3 is a schematic diagram showing an example of a conventionally known automotive transmission device in a state during steady running.

FIG. 4 is a schematic view similarly showing a state during a gear shift operation.

[Explanation of symbols]

1 engine 2 output shaft 3 speed change unit 4 input axes 5 clutch unit 6 actuators 7 transmission shaft 8 drive wheels 9 Auxiliary drive unit 10 controller 11 electric motor 12 Transmission mechanism 13 Drive gear 14 Driven gear

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60K 6/04 530 B60K 6/04 530 733 733 ZHV 41/00 301B 41/00 301 301C 301D F16H 61/02 F16D 48/02 B60K 6/04 ZHV F16H 61/02 F16D 25/14 640P F Term (reference) 3D041 AA53 AA59 AB01 AC01 AC06 AC15 AC19 AD02 AD18 AD31 AD51 AE02 AE16 AE32 3J057 GA47 GB27 GC08 HH02 3J552 NA04 MA04 MA01 MA04 MA01 QC00 RA02 RA12 UA03 VA62W VD16W

Claims (5)

[Claims] 1. A clutch unit is provided between an output shaft of an engine and an input shaft of a stepped speed change unit to connect and disconnect the two shafts to each other, and an actuator for switching the speed ratio of the speed change unit. In the transmission apparatus for an automobile, which automatically disconnects the clutch unit when the transmission unit is switched by the actuator, the power transmission for transmitting the rotation of the output portion of the transmission unit to the drive wheels. Provided in the middle of the section,
An auxiliary drive unit that rotationally drives a transmission shaft that constitutes the power transmission unit based on energization of the electric motor, and a controller that controls the energization state of the electric motor, and the controller includes the clutch unit Is disconnected, the electric motor is energized, and the auxiliary drive unit rotationally drives the transmission shaft in the same direction as the rotation direction based on the output shaft. 2. An acceleration sensor for detecting the acceleration / deceleration state of the vehicle, wherein the controller energizes the electric motor only while the vehicle is in the acceleration state and the clutch unit is disconnected. The transmission for an automobile according to item 1. 3. A vehicle gear shift according to claim 1, further comprising a clutch mechanism provided between the electric motor and the transmission shaft, the clutch mechanism being engaged only when the rotation of the electric motor is transmitted to the transmission shaft. apparatus. 4. The clutch mechanism is an electromagnetic clutch that is engaged when the clutch unit is disconnected.
The vehicle transmission according to claim 3. 5. The transmission for an automobile according to claim 2, wherein the electric motor is a motor generator also having a power generation function, and the motor generator generates power when the vehicle is in a decelerating state.