JP2004293795A - Automatic transmission system and automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission capable of realizing smooth and efficient transmission control without using a clutch by incorporating a motor in the transmission and controlling torque and the number of revolutions. <P>SOLUTION: A first gear row input shaft of the parallel shaft type transmission having two sets of gear shift gear rows is connected with an engine, a second gear row input shaft is connected with the engine through a motor, and torque of the first gear row is temporarily moved to the second gear row by the motor to switch a gear of the first gear row during that time. Gear ratio of the second gear row is used as an intermediate step of gear ratio of the first gear row to reduce motor capacity and battery capacity and dispense with the clutch in order to provide the economical transmission device. Torque transition gear shift for up-shift and down-shift becomes possible by performing active gear shift by the motor. Moreover, jumping-over gear shift so far impossible conventionally becomes possible to obtain continuous ratio in order to improve driving property. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an automatic transmission, an automatic transmission control device, an automatic transmission control method, an automatic transmission system, and an automobile using the same.

  A conventional automatic transmission uses a planetary gear type or a parallel shaft type transmission mechanism, and generally employs a method of selectively engaging clutches individually provided in gears having different speed ratios to shift gears (for example, see Patents). Reference 1).

JP-A-10-89456

  The result of analyzing the above prior art is as follows. This analysis result does not directly describe the prior art, but is merely an analysis result.

  When shifting up, when the next stage clutch is started to be engaged and the torque transmission force is gradually increased in the partially engaged state, a so-called torque phase torque transition occurs in which the transmission torque of the previous stage clutch gradually decreases, and the total torque becomes If the previous-stage clutch is released when shifting to the second-stage clutch, a so-called inertia phase rotation speed transition occurs in which the engine speed decreases toward the input speed of the next-stage gear.

  When downshifting, even if the transmission torque of the next-stage clutch is increased, it is basically impossible to make a torque transition from a high gear having a low energy potential to a low gear having a high energy potential. Then, the engine speed is changed to increase the engine speed, and when the next-stage clutch is synchronized, the clutch is changed and the torque is changed.

  As described above, in the conventional shift control, the torque transition in the torque phase and the release of the inertial energy in the inertia phase are performed by the friction control of the clutch. However, this method has a disadvantage that the clutch plate is damaged by friction and the life is shortened. According to this method, the torque transmission force is adjusted by adjusting the friction force. However, since the friction force has a negative resistance characteristic with respect to the sliding speed, the torque transmission force can be stably maintained at a predetermined value. It was extremely difficult to control, and there were judders that caused shift shocks, and in severe cases, the clutch plates were even worn and damaged.

  Especially in the case of downshifting when depressing the accelerator pedal and trying to accelerate, torque transition cannot be performed first in principle, so it is necessary to adjust the rotation speed first and connect the low speed clutch Since the torque transition is performed, the response from the stepping on until the torque comes out is slow, and the torque transition occurs rapidly, so that the shock is large and the drivability is poor.

  An object of the present invention is to provide a shift control system for an automobile that eliminates such inconveniences, and enables electric running and regenerative braking while performing smooth and responsive shift control that does not rely on friction.

  The present invention provides a first power transmission path for transmitting the power of the internal combustion engine to a drive shaft via a first transmission gear, and a second power transmission path for transmitting the power of the internal combustion engine having a different speed ratio from the first transmission gear. A second power transmission path for transmitting to the drive shaft via the transmission gear of the first power transmission path, and a motor for relatively transmitting torque between shafts of the first power transmission path and the second power transmission path. By performing the torque transition at the time of shifting by the generated torque of the motor and the inertia phase rotation speed by controlling the rotation speed of the motor, smooth and responsive shift control that does not rely on clutch friction control is performed. is there.

  According to the method of the present invention, the provision of the 0.5-speed intermediate stage gear can reduce the capacity of a high-cost motor by about half, thereby obtaining a great economic effect.

  Since it is possible to perform a jump shift in a power-on state, which is impossible with a conventional transmission, drivability is improved.

  Since charging and discharging are completed for each shift, the battery capacity can be designed to be small, and the economic effect is large.

  Since a clutch is not required, unstable friction control is eliminated, controllability and operability are greatly improved, and a great economic effect is obtained.

  If the output gear train is not shared and separate shafts are provided, the present system can be configured using two sets of identical transmission gear sets, so that development costs can be significantly reduced.

  If the shift time is positively increased and most of the time is controlled by the motor, a continuous gear ratio can be obtained and the drivability can be improved. When the vehicle travels at a speed ratio near the intermediate speed, the charge / discharge control of the battery is facilitated and the response to the speed change to the next speed can be quickly responded, so that the responsiveness can be improved.

  FIG. 1 is a configuration diagram showing a first embodiment of the present invention. A transmission 2 is connected to an engine 1 of an automobile, and an output shaft 3 of the transmission 2 drives a tire 4 via a differential gear. A motor 5 is built in the transmission 2. A motor control device 7 is connected to the motor 5, and a battery 6 is mounted as a power source for the motor control device 7.

  The engine 1 is provided with an electronically controlled throttle valve 10 so that the engine output can be controlled by a request signal.

  The transmission control device 8 controls the torque and the number of revolutions of the motor 5 via the motor control device 7 and controls the output of the engine 1 via the engine control device 9 and the electronic control throttle valve 10. In addition, an operation is commanded to shift actuators 21 to 23 and 35 to 37 described later.

  FIG. 2 shows the configuration of the transmission 2. The output shaft of the engine 1 is connected to the shaft 11.

  A first gear 12, a second gear 13, a third gear 14, a fourth gear 15, a fifth gear 16 and a reverse gear 17 are rotatably mounted on the shaft 11. The transmission gears 12, 13, 14, 15, 16, 17 are provided with meshing clutches 18, 19, 20 so that any one of the transmission gears is connected to the shaft 11.

  The driven gears of the respective stages meshing with the transmission gears 12, 13, 14, 15, 16, 17 are arranged on the output shaft 3.

In the present embodiment, a second shaft 25 is further provided. A 0.5-speed gear 26, a 1.5-speed gear 27, a 2.5-speed gear 28, a 3.5-speed gear 29, a 4.5-speed gear 30, and a reverse gear 31 are rotatably mounted on the shaft 8. The transmission gears 26, 27, 28, 29, 30, 31 are provided with meshing clutches 32, 33, 34, respectively.
27, 28, 29, 30, 31 are connected to the shaft 25.

  The driven gears of the respective stages meshing with the transmission gears 12, 13, 14, 15, 16, 17 are arranged on the output shaft 3.

  These meshing clutches 18, 19, 20, 32, 33, and 34 are respectively slid by a shift fork toward a target gear, and the shift forks are driven by shift actuators 21 to 23 and 35 to 37.

  The shift actuator may drive each meshing clutch individually, or may select a target shift fork by a switching link mechanism and slide it by one shift actuator.

  The present embodiment is characterized in that the motor 5 is connected between the shafts 11 and 25, and the generated torque of the motor 5 is relatively applied to the shafts 11 and 25. The bevel gear is used to connect the rotor and the stator of the motor to the shafts 11 and 25, respectively.

  FIG. 3 shows a motor control system. The motor 5 is, for example, a permanent magnet synchronous motor, and is supplied with three-phase alternating currents U, V, and W by the motor control device 7. A high-speed switching element 39 is provided on each phase arm of the inverter of the motor control device 7 and converts the DC voltage of the battery 6 into a variable-frequency three-phase AC. The inverter control device 38 receives the torque command and the rotation speed command from the speed change control device 8 to control the duty ratio of the inverter, and outputs the current sensor 40 output of each arm and the rotor angle detection position sensor 41. The output is fed back to control the torque and the number of revolutions of the motor 5 so as to be as instructed. Such control is a well-known technique in the field of power electronics, and a detailed description thereof will be omitted.

  FIG. 4 shows the relationship between the motor torque and the rotation speed. A so-called four-quadrant control is performed by the motor control device 7.

  In the following description, the direction of the motor torque is positive when the upward torque of the motor in FIG.

  In the case of a so-called power-on upshift in which an upshift is performed while accelerating with engine torque, when a motor torque is generated in the torque phase, the operating point moves from the point A to the point B, and further to the point C in the inertia phase. Move to point D.

  In the case of a so-called power-on downshift in which the engine torque is output and a downshift is performed to decelerate on a slope, the speed N1 of the shaft 11 is higher than the speed N2 of the shaft 25 before the shift, so the difference The rotational speed is a negative value, and the operating point starts at point D in FIG. 4, moves to point C in the torque phase, moves to point B in the inertia phase, and ends shifting at point A.

  In the case of an upshift that occurs when the accelerator pedal is released during running, that is, a so-called foot return upshift, the operating point starts at point A, but the direction of torque is reversed because of engine braking, and the operating point in the torque phase is It moves from the point A to the point F, further moves to the point E in the inertia phase, and moves to the point D when the shift is completed.

  In the case of so-called coast down, in which the vehicle shifts down from high speed running due to a decrease in vehicle speed due to engine braking, the operating point starts at point D in FIG. Then, it moves to the point F in the inertia phase, and the shift is ended at the point A.

  Here, the motor is a rotating electric machine, and the type of motor is not limited to the permanent magnet synchronous motor but may be an induction motor or a DC motor as long as it can perform such four-quadrant control. Needless to say, this may be done.

A method for performing the shift control using this motor will be described. It is assumed that the motor torque Tm can generate a value equal to or greater than the engine torque Te. If the gear ratio of the transmission gear coupled to the shaft 11 is G (one axis), the gear ratio of the transmission gear coupled to the shaft 25 is G (two axes), the torque of the shaft 11 is T1, and the torque of the shaft 25 is T2. The torque To of the transmission output shaft 3 is represented by (Equation 1).
To = G (one axis) × T1 + G (two axes) × T2 (Equation 1)
If the direction in which the torque of the motor 5 urges the shaft 11 is positive, the following equation holds.
T1 = Te + Tm (Equation 2)
T2 = −Tm (formula 3)
By substituting (Equation 2) and (Equation 3) into (Equation 1) to obtain the output shaft torque To, the following equation is obtained.
To = G (one axis) × Te + [G (one axis) −G (two axes)] × Tm (Equation 4)
FIG. 5 is a flowchart of the control system in the upshift. A gear change situation and a torque transition situation will be described taking a 1 → 2 power-on upshift as an example. FIG. 6 shows the change of the torque transmission path and the state of the dog clutch operation in correspondence with the Step of FIG. FIG. 7 shows a time chart of the torque and the rotation speed of each part.

  While the first speed gear is engaged, the motor speed is controlled in Step 1 and the motor speed is changed in Step 2 until the synchronization state of the 1.5 speed gear is determined.

  When the 1.5 speed gear 27 is engaged in Step 3, the motor 5 idles at the rotation speed of (N1-N2).

In the case of an upshift, the operating point of the motor is at point A in FIG. 4 immediately before the shift. That is, N2 = G1.5 × No (Equation 5)
N1 = G1 × No (Equation 6)
Therefore, N1> N2, and (N1-N2) is a positive value. Here, G1.5 is the gear ratio of the 1.5th gear, and G1 is the gear ratio of the 1st gear.

  If the motor torque is increased in Step 4 in the negative direction (the direction in which the output shaft becomes a driving force and the engine becomes a load), the input torque of the 1.5th gear increases and the input torque of the 1st gear Decrease. This is a torque transition process called a torque phase.

Since this is a torque transition from the shaft 11 to the shaft 25 and the motor torque Tm is set to a negative value, the motor operating point moves to the point B in FIG. At this time, the input torque T2 of the 1.5-speed gear 27 increases according to (Equation 3), the input torque T1 of the first-speed gear 12 decreases according to (Equation 2), and when Tm = −Te at point B, T1 = 0, T2 = Te.

  In Step 5, the shift control device 8 determines the end of the torque phase. Although it is determined that the input torque of the first-speed gear 12 has become zero, the input torque of the gear cannot be directly detected in many cases, so that the actual torque of the motor is equal to the absolute value of the engine torque. (Tm = | Te |), the input torque of the gear can be regarded as 0. For this purpose, it is necessary to detect or calculate the engine torque Te, and a specific method thereof is disclosed in, for example, Japanese Patent Application Laid-Open Nos. 5-2400073 and 6-317242 filed by the present applicant. Therefore, the description is omitted here.

  In Step 6, the shift control device 8 operates the shift actuator 21 to release the first speed gear 12. Since T1 = 0, it can be easily released, and no change occurs in the operation of the transmission.

  When the first gear is released, the engine speed can be changed.

  When the transmission control device 8 issues a motor speed change command in Step 7, the engine speed changes toward the input speed of the second gear. This is a rotation speed transition process called an inertia phase.

  In the case of a 1 → 2 upshift, if the motor rotation speed is reduced while maintaining Tm = −Te, the rotation speed of the shaft 11 decreases, the rotation direction is reversed at the point G, and increases in the negative direction to the point C.

  In Step 8, the shift control device 8 determines the end of the inertia phase, and determines that the engine speed is synchronized with the input speed of the next gear.

  In Step 9, the shift control device 8 operates the shift actuator 21 to engage the meshing clutch of the second speed gear 13. Since they are in a synchronized state, they can be easily engaged, and there is no change in the operation of the transmission.

  When the transmission control device 8 generates a motor torque reduction command in Step 10 and sets the motor torque to 0, the engine torque Te transmitted to the 1.5 speed gear 27 via the motor 5 moves to the 2 speed gear 13. I do. At this time, the motor operating point in FIG. 4 moves from point C to point D.

  In Step 11, the shift control device 8 determines the end of the second torque phase based on the fact that the motor torque Tm = 0.

  In Step 12, the shift control device 8 operates the shift actuator 35 to release the 1.5-speed gear 27 and terminate the shift. Since it is in the state of Tm = 0, it can be easily released, and no change occurs in the operation of the transmission.

  The algorithm of FIG. 5 can be used as it is in the case of the foot upshift. FIG. 8 shows the change of the torque transmission path and the state of the meshing clutch operation corresponding to the Step of FIG.

  FIG. 9 shows a time chart of the torque and the rotation speed of each part.

  Step 1 to Step 3 are exactly the same as the power-on upshift.

  If the motor torque is increased in the positive direction (in the direction that becomes a braking force on the output shaft and helps the engine output) in Step 4, the negative torque of the 1.5th gear increases, and the negative torque of the 1st gear decreases. I do. This is a torque transition process called a torque phase. The motor operating point moves from point A to point F in FIG.

This is a torque transition from the shaft 11 to the shaft 25, and the motor torque Tm is set to a negative value. At this time, the input torque T2 of the 1.5-speed gear 27 increases according to (Equation 3), and 1 according to (Equation 2). When the input torque T1 of the speed gear 12 decreases and reaches Tm = -Te at the point F, T1 = 0 and T2 = Te.

  In Step 5, the shift control device 8 determines the end of the torque phase.

  In Step 6, the first-speed gear 12 is released by operating the shift actuator 21. Since T1 = 0, it can be easily released, and no change occurs in the operation of the transmission.

  When the first gear is released, the engine speed can be changed.

  When a motor speed change command is generated in Step 7, the engine speed changes toward the input speed of the second gear. This is a rotation speed transition process called an inertia phase.

  In the case of an upshift of 1 to 2 feet apart, when the motor rotation speed is reduced, the rotation speed of the shaft 11 decreases, the rotation direction is reversed at the point H, and increases in the negative direction to the point E.

  In Step 8, the shift control device 8 determines the end of the inertia phase, and determines that the engine speed is synchronized with the input speed of the next gear.

  In Step 9, the shift actuator 21 is operated to engage the meshing clutch of the second speed gear 13. Since they are in a synchronized state, they can be easily engaged, and there is no change in the operation of the transmission.

  When a motor torque reduction command is generated in Step 10 and the motor torque is set to 0, the engine torque Te transmitted to the 1.5 speed gear 27 via the motor 5 moves to the 2 speed gear 13. At this time, the motor operating point in FIG. 4 moves from point E to point D.

  The end of the second torque phase is determined based on the fact that the motor torque Tm = 0 in Step 11.

  In Step 12, the shift actuator 35 is operated to release the 1.5-speed gear 27, and the shift is completed. Since it is in the state of Tm = 0, it can be easily released, and no change occurs in the operation of the transmission.

  As can be seen from the above, only the direction of the torque is reversed as compared with FIG. 7, and the relationship between the rotational speeds is exactly the same.

  The downshift can be controlled by the same procedure, and FIG. 10 shows a flowchart of the control system in the downshift. FIG. 11 shows the state of the change in the torque transmission path and the operation of the dog clutch taking a 2 → 1 step-down shift as an example. FIG. 12 shows a time chart of the torque and the rotation speed of each part. The downshift operation is obtained by changing the upshift operation symmetrically in the direction of the rotational speed.

  While the second speed gear is engaged, the motor speed is controlled in Step 1 and the motor speed is varied until the synchronization state of the 1.5 speed gear is determined in Step 2.

  When the 1.5 speed gear 27 is engaged in Step 3, the motor 5 idles at the rotation speed of (N1-N2).

In the case of a downshift, the operating point of the motor is at point D in FIG. 4 immediately before shifting. That is, N2 = G1.5 × No (Equation 7)
N1 = G2 × No (Equation 8)
Therefore, N1 <N2, and (N1−N2) is a negative value.

  When the motor torque is increased in Step 4 in the negative direction (in the direction that becomes the driving force for the output shaft and becomes the load for the engine), the input torque of the 1.5th gear increases and the input torque of the 2nd gear Decrease. This is a torque transition process called a torque phase.

  Since the torque transition is from the shaft 11 to the shaft 25, the motor torque is increased in the negative direction, and the motor operating point moves from the point D to the point C in FIG. At this time, the input torque T2 of the 1.5-speed gear 27 increases according to (Equation 3), the input torque T1 of the second-speed gear 13 decreases according to (Equation 2), and when Tm = −Te at point C, T1 = 0, T2 = Te.

  In Step 5, the shift control device 8 determines the end of the torque phase. Although it is determined that the input torque of the second speed gear 13 has become 0, if the input torque of the gear cannot be directly detected, the actual torque of the motor becomes equal to the absolute value of the engine torque. (Tm = | Te |).

  In Step 6, the shift control device 8 operates the shift actuator 21 to release the second speed gear 13. Since T1 = 0, it can be easily released, and no change occurs in the operation of the transmission.

  When the second gear is released, the engine speed can be changed.

  When the transmission control device 8 generates a motor speed change command in Step 7, the engine speed changes toward the input speed of the first gear. This is a rotation speed transition process called an inertia phase.

  In the case of a 2 → 1 downshift, if the rotation speed of the motor is increased while maintaining Tm = −Te, the rotation speed of the shaft 11 increases, the rotation direction is reversed at the point G, and the rotation direction increases to the point B in the positive direction.

  In Step 8, the shift control device 8 determines the end of the inertia phase, and determines that the engine speed is synchronized with the input speed of the next gear.

  In Step 9, the shift control device 8 operates the shift actuator 21 to engage the meshing clutch of the first speed gear 12. Since they are in a synchronized state, they can be easily engaged, and there is no change in the operation of the transmission.

  When the transmission control device 8 generates a motor torque reduction command in Step 10 to reduce the motor torque to 0, the engine torque Te transmitted to the 1.5 gear 27 via the motor 5 moves to the 1 gear 12. I do. At this time, the motor operating point in FIG. 4 moves from point B to point A.

  In Step 11, the shift control device 8 determines the end of the second torque phase based on the fact that the motor torque Tm = 0.

  In Step 12, the shift control device 8 operates the shift actuator 35 to release the 1.5-speed gear 27 and terminate the shift. Since it is in the state of Tm = 0, it can be easily released, and no change occurs in the operation of the transmission.

  In the case of coast downshifting, the algorithm of FIG. 10 can be used as it is. FIG. 13 shows the change in the torque transmission path and the state of the dog clutch operation in association with the Step in FIG.

  FIG. 14 shows a time chart of the torque and the rotation speed of each part.

  Step 1 to Step 3 are exactly the same as stepping downshift.

  When the motor torque is increased in the positive direction (in the direction that becomes a braking force on the output shaft and helps the engine output) in Step 4, the negative torque of the 1.5th gear increases and the negative torque of the 2nd gear decreases. I do. This is a torque transition process called a torque phase. The motor operating point moves from point D to point C in FIG.

This is a torque transition from the shaft 11 to the shaft 25, and the motor torque Tm is set to a negative value. At this time, the input torque T2 of the 1.5-speed gear 27 increases according to (Equation 3), and 2 according to (Equation 2). When the input torque T1 of the speed gear 13 decreases and reaches Tm = −Te at the point E, T1 = 0 and T2 = Te.

  In Step 5, the shift control device 8 determines the end of the torque phase.

  In Step 6, the second-speed gear 13 is released by operating the shift actuator 21. Since T1 = 0, it can be easily released, and no change occurs in the operation of the transmission.

  When the second gear is released, the engine speed can be changed.

  When a motor speed change command is generated in Step 7, the engine speed changes toward the input speed of the first gear. This is a rotation speed transition process called an inertia phase.

  In the case of a 2 → 1 coast downshift, when the motor rotation speed is increased, the rotation speed of the shaft 11 is increased, and the rotation direction is reversed at the point H and increases in the positive direction to the point F.

  In Step 8, the shift control device 8 determines the end of the inertia phase, and determines that the engine speed is synchronized with the input speed of the next gear.

  In step 9, the shift actuator 21 is operated to engage the dog clutch of the first speed gear 12. Since they are in a synchronized state, they can be easily engaged, and there is no change in the operation of the transmission.

  When a motor torque reduction command is generated in Step 10 and the motor torque is set to 0, the engine torque Te transmitted to the 1.5 speed gear 27 via the motor 5 moves to the 1st speed gear 12. At this time, the motor operating point in FIG.

  The end of the second torque phase is determined based on the fact that the motor torque Tm = 0 in Step 11.

  In Step 12, the shift actuator 35 is operated to release the 1.5-speed gear 27, and the shift is completed. Since it is in the state of Tm = 0, it can be easily released, and no change occurs in the operation of the transmission.

  As can be seen from the above, only the direction of the torque is reversed as compared with FIG. 12, and the relationship between the rotational speeds is exactly the same.

  FIGS. 5 to 14 illustrate the method of shifting to the next shift speed as an example. However, according to this method, a jump shift can be performed. FIG. 15 shows the change of the torque transmission path and the state of the dog clutch operation, taking as an example the case of a 4 → 2 step downshift. Even if the destination gear stage is distant, such as the second and fourth gears, using the intermediate gear (in this case, the 2.5th gear), the gear shift is performed in exactly the same way as the shift to the next gear. You can see what you can do. The time chart of the torque and the number of revolutions has exactly the same waveform as that of FIG. 12 except that the gear used is different.

  In a conventional twin clutch transmission, for example, during a jump shift, the power-on shift cannot be performed, so the only option is to shift the gear by interrupting the torque. Is improved.

  According to the method of the present embodiment, the following significant effects can be obtained.

The motor output required for shifting is maximum when operating at point B or C in FIG.
Pm = | N1-N2 | × Te (Equation 9)
Is represented by

The energy required for shifting is represented by (area surrounded by points ABCD) × time in FIG. 4, but the portion represented by the area surrounded by the origin and points A, B, and G is in the fourth quadrant. Since there is a regenerative region, the battery is charged, and the portion represented by the area surrounded by the origin and points D, C, and G is in the third quadrant, and is supplied from the battery. That is, in the case of a power-on upshift, the battery is charged in the first half of the shift and discharged in the second half. Conversely, in the case of a depressed downshift, the battery is discharged in the first half of the shift and charged in the second half. In the case of a foot return upshift and a coast downshift, the operation is performed in the first quadrant and the second quadrant, and charging and discharging are similarly performed during one shift. As described above, the battery returns to the original state after one shift, so that the battery capacity required for the shift only needs to be able to charge and discharge the energy of the area ABG0.

  In the conventional similar electric shift system, the entire area ABCD is in the charging area in the upshift, and is in the discharging area in the downshift. For this reason, when upshifting to the fifth speed and downshifting to the first speed, the battery is charged five times and then discharged five times, and the battery capacity needs to be five times the area ABCD. For example, this system requires only 1/10 of the battery capacity, so that a great economic effect can be obtained.

  FIG. 16 is a configuration diagram of a transmission showing a second embodiment of the present invention. The transmission gear trains of the shaft 11 and the shaft 25 are exactly the same. Therefore, the sign is also the same sign with a dash (') added. The gear trains of the output shafts 3 and 3 'following them are exactly the same. The output shaft 3 and the added output shaft 3 'are connected to a final gear 44 by gears 42 and 43 having different gear ratios. By setting the final gear ratio of the output shaft 3 'to a value larger than the final gear ratio of the output shaft 3, the transmission gear 13' becomes a gear ratio equivalent to 1.5 speeds, and the transmission gears 14 ', 15', 16 '. Are gear ratios equivalent to 2.5, 3.5 and 4.5, respectively.

  The shift control can be performed in exactly the same manner as in the transmission of FIG.

  According to this method, it is only necessary to provide two sets of conventional transmission gear trains without newly designing a 1.5- to 4.5-speed transmission gear, so that development costs can be greatly reduced and a new gear train can be used. There is no need to install a new machine tool, so the effect of cost reduction is great.

  In FIG. 2, all the meshing clutches are provided on the shaft 11 and the shaft 25. However, since the output shaft is divided into 3 and 3 ', it is not necessary to provide all the meshing clutches on the input side. For example, if the dog clutch 18 for switching between the first and second speeds is provided on the output shaft 3 side, the arrangement of the shift fork can be designed without difficulty, and the degree of freedom in design increases.

FIG. 17 is a configuration diagram of a transmission showing a third embodiment of the present invention. In this embodiment, the ring gear is connected to the connecting gear 46 of the shaft 11, the sun gear is connected to the connecting gear 47 of the shaft 25, and the carrier is connected to the motor 5 using the planetary gear 45. For coupling to the final gear, the final gear ratio of the output shaft 3 'is selected to be larger than the final gear ratio of the output shaft 3 as in the second embodiment.

  By doing so, the shaft 11 and the shaft 25 are twisted in opposite directions by the torque of the motor 5. When the gear ratio of each coupling gear is set as in the following formula, the motor rotation speed is the rotation speed of the difference between the shafts 11 and 25.

  Assuming that the number of teeth of the sun gear of the planetary gear 45 is Zs and the number of teeth of the ring gear is Zr, the carrier rotation speed Nc of the planetary gear is generally represented by (Equation 10).

Nc = Ns * Zs / (Zs + Zr) + Nr * Zr / (Zs + Zr) (Equation 10)
When the coupling ratio between the ring gear and the coupling gear 46 is (-k1), Nr = -k1N1. When the coupling ratio between the sun gear and the coupling gear 47 is set to (Zr / Zs) k1, Ns = (Zr / Zs) k1N2. The carrier is Nc = -Nm * Zr / (Zs + Zr) k1 when the carrier is reversely coupled to the motor at a reduction ratio of-{Zr / (Zs + Zr)} k1. By substituting these relationships into (Equation 10), -Nm * Zr / (Zs + Zr) k1 = N2 * Zr / (Zs + Zr) k1-N1 * Zr
/ (Zs + Zr) k1 (Equation 11)
Therefore, Nm = N1−N2, and the motors are connected so that the number of rotations is equal to the difference between the shafts 11 and 25. Therefore, the operation is completely equivalent to FIG.

  According to this method, the structure of the motor 5 is simplified because both the rotor and the stator do not need to rotate, and there is no need to supply power to the rotating part, so that a slip ring is not required, and the economic effect is obtained. Is big.

  Even if the connection to the final gear is connected to the final gear 44 by a gear 42 'having the same gear ratio as that of the output shaft 3, the connection ratio between the sun gear and the connection gear 47 is correspondingly larger than (Zr / Zs) k1. 2 can be obtained. According to this method, since two sets of the same transmission gear train are used, not only can the development cost be significantly reduced, but also the mass production effect can be obtained and the cost reduction effect is large.

  FIG. 18 is an operation explanatory view of the transmission showing the fourth embodiment of the present invention. Since the conventional automatic transmission controls the gear switching time as short as possible, for example, when traveling from the second speed to the third speed, the vehicle travels at the second speed for t2 hours as indicated by the broken line, and then at the third speed for a short shift time ts. Was shifting gears. In the present embodiment, as shown by the solid line, the traveling time t2 of the second speed is shortened and the shift time ts is extended.

  With this control, the change in the ratio approaches a hyperbola as a whole, so that a driving force characteristic that facilitates driving is obtained, and a stepless shift is performed, so that a smooth shift characteristic without shift shock is obtained.

  FIG. 19 is an explanatory diagram of the operation of the transmission according to the fifth embodiment of the present invention. The difference from FIG. 18 is that the ratio change characteristics at the shift time t2 are changed. For example, when traveling from the 2nd to the 3rd speed, the vehicle travels while controlling the ratio with the motor 5 using the 2.5 speed gear 28 immediately after traveling in the 2nd speed in a short time t2. At this time, instead of gradually changing toward the third gear ratio as shown in FIG. 17, the vehicle runs at a stretch as a 2.5 speed ratio, and when the vehicle speed rises to match the third speed, it is changed to a ratio corresponding to the third gear at a stretch. Thus, the third speed gear 14 is connected.

  With this control, the vehicle travels most of the time in the intermediate gear, and the ratio changes are not different from those of the conventional automatic transmission shown by the broken line, but have the following advantages.

  When the vehicle is running at the exactly right intermediate ratio, the motor speed is zero, and the motor transmits engine torque but is in neither power running nor regeneration, and no battery current flows. When the ratio is controlled to be larger than the intermediate ratio, the battery is recharged and the battery is charged. When the ratio is controlled to be smaller than the intermediate ratio, the battery is driven and the current is drawn from the battery. Therefore, the battery control is easy, and the vehicle can travel while well managing and controlling the battery state. In addition, since the vehicle is always in the middle stage, it can be quickly shifted to the upshift side and the downshift side, and the shift response is remarkably improved. .

FIG. 1 is a conceptual diagram showing a configuration of an automobile equipped with a transmission according to the present invention. FIG. 1 is a structural diagram illustrating a transmission configuration according to a first embodiment of the present invention. FIG. 2 is a block diagram illustrating a configuration of motor control used in the present invention. FIG. 4 is a motor characteristic diagram showing a change in an operating point of the motor in the motor control of FIG. 4 is a flowchart showing a software configuration at the time of 1 → 2 upshift of the motor shift control system according to the present invention. FIG. 6 is an explanatory diagram showing a change in a torque transmission path and a situation of a dog clutch operation when a power-on upshift is performed in the shift control system of FIG. 5. 6 is a time chart showing changes in torque and rotation speed when a power-on upshift is performed in the transmission control system of FIG. 5. FIG. 6 is an explanatory diagram showing a change in a torque transmission path and a situation of a meshing clutch operation when the upshift is performed by releasing the feet in the shift control system of FIG. FIG. 6 is a time chart showing changes in torque and rotation speed when the foot is upshifted in the speed change control system of FIG. 5. 4 is a flowchart showing a software configuration of the motor shift control system according to the present invention at the time of 2 → 1 downshift. FIG. 11 is an explanatory diagram showing a change in a torque transmission path and a situation of a meshing clutch operation when a step-down shift is performed in the shift control system of FIG. 10. FIG. 11 is a time chart showing changes in torque and rotational speed when a downshift is performed in the shift control system of FIG. 10. FIG. 11 is an explanatory diagram showing a change in a torque transmission path and a situation of a dog clutch operation in the case of a coast downshift in the shift control system of FIG. 10. 11 is a time chart showing changes in torque and rotation speed when a coast downshift is performed in the shift control system of FIG. 10. FIG. 11 is an explanatory diagram showing a change in a torque transmission path and a situation of a meshing clutch operation when performing 4 → 2 jump shifting in the shift control system of FIG. 10. 9 is a principle model illustrating a configuration of a transmission according to a second embodiment of the present invention. 9 is a principle model illustrating a configuration of a transmission according to a third embodiment of the present invention. FIG. 14 is a characteristic diagram showing a ratio change in the fourth embodiment of the present invention. FIG. 14 is a characteristic diagram showing a change in ratio in the fifth embodiment of the present invention.

Explanation of reference numerals

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Transmission, 3 ... Output shaft, 4 ... Tire, 5 ... Motor, 6 ... Battery, 7 ... Motor control device, 8 ... Shift control device, 9 ... Engine control device, 10 ... Electronic control throttle valve , 11, 25 ... shaft, 12 ... 1st gear, 13 ... 2nd gear, 14 ... 3rd gear, 16 ... 5th gear, 17, 31 ... reverse gear, 18, 19, 20, 32, 33, 34 ... meshing clutch, 21, 22, 23, 35, 36, 37 ... shift actuator, 26 ... 0.5 speed gear, 27 ... 1.5 speed gear, 28 ... 2.5 speed gear, 29 ... 3.5 speed gear, 30 ... 4.5 speed gear, 38 ... inverter control device, 39 ... high speed switching element, 40 ... current sensor, 41 ... angle detection position sensor, 42,43 ... final gear connection gear, 44 … Final gear, 45… Planetary gear , 46... A coupling gear of the shaft 11, 47.

Claims (14)

A first input shaft connected to the internal combustion engine;
A first transmission gear train provided on the first input shaft and releasable,
A second input shaft;
A second transmission gear train provided on the second input shaft and releasable,
An output shaft commonly connected to a driven gear train of the first transmission gear train and the second gear train;
A motor that relatively applies a torque between the first input shaft and the second input shaft;
A control device for controlling the torque and rotation speed of the motor and the engagement / disengagement of the first and second transmission gear trains. A first input shaft connected to the internal combustion engine;
A first transmission gear train provided on the first input shaft;
A first output shaft provided with a driven gear train coupled to the first transmission gear train;
A second input shaft;
A second transmission gear train provided on the second input shaft;
A second output shaft having a driven gear train coupled to the second transmission gear train;
A first final-stage drive gear provided on the first output shaft;
A second final-stage drive gear provided on the second output shaft;
A final driven gear commonly meshing with the first and second final drive gears;
A motor that relatively applies a torque between the first input shaft and the second input shaft;
A control device for controlling the torque and rotation speed of the motor and the engagement / disengagement of the first and second transmission gear trains. The automatic transmission system according to claim 2, wherein
An automatic transmission system provided on the second output shaft, wherein a second final stage drive gear meshing with the final stage driven gear has a smaller gear ratio than the first final stage drive gear. The automatic transmission system according to any one of claims 1 to 3,
A differential gear between the first input shaft and the second input shaft;
An automatic transmission system in which the motor is connected to a third shaft of the differential gear. The automatic transmission system according to any one of claims 1 to 3,
Has a planetary gear,
A first shaft of the planetary gear is connected to the first input shaft;
A second shaft of the planetary gear is connected to the second input shaft;
An automatic transmission system, wherein a third shaft of the planetary gear is connected to the motor. The automatic transmission system according to any one of claims 1 to 5,
An automatic transmission system wherein a gear ratio of the second transmission gear train is set to be an intermediate stage of a gear ratio of the first transmission gear train. The automatic transmission system according to any one of claims 1 to 6,
The control device includes:
Engaging the second transmission gear in the second transmission gear train while being driven by the first transmission gear in the first transmission gear train;
By increasing the second input shaft torque by the motor, the transmission torque of the first transmission gear is reduced,
When the transmission torque of the first transmission gear becomes substantially zero, the first transmission gear is released,
While maintaining the second input shaft torque by the motor, the first input shaft rotation speed asymptotically approaches the rotation speed of a third transmission gear in the first transmission gear train,
When the rotation speeds of the first input shaft and the third transmission gear are synchronized, the third transmission gear is fastened to the first input shaft, and the torque generated by the motor is reduced to zero to reduce the second gear. Automatic transmission system that releases the transmission gears. The automatic transmission system according to any one of claims 1 to 6,
Engaging the second transmission gear in the second transmission gear train while being driven by the first transmission gear in the first transmission gear train;
By increasing the second input shaft torque by the motor, the transmission torque of the first transmission gear is reduced,
When the transmission torque of the first transmission gear becomes substantially zero, the first transmission gear is released,
While maintaining the second input shaft torque by the motor, the first input shaft rotation speed asymptotically approaches the rotation speed of a third transmission gear in the first transmission gear train,
When the rotation speeds of the first input shaft and the third transmission gear are synchronized, the third transmission gear is fastened to the first input shaft, and the torque generated by the motor is reduced to zero to reduce the second gear. Automatic transmission system that releases the transmission gears. The automatic transmission system according to any one of claims 1 to 6,
Engaging the second transmission gear in the second transmission gear train while being driven by the first transmission gear in the first transmission gear train;
By increasing the second input shaft torque by the motor, the transmission torque of the first transmission gear is reduced,
When the transmission torque of the first transmission gear becomes substantially zero, the first transmission gear is released,
Traveling while continuously changing the first input shaft rotation speed according to the vehicle speed while holding the second input shaft torque by the motor;
When the rotation speed of the first input shaft is synchronized with the rotation speed of a third transmission gear in the first transmission gear train, the third transmission gear is fastened to the first input shaft, and An automatic transmission system that releases the second transmission gear by setting the generated torque of the motor to zero. The automatic transmission system according to any one of claims 1 to 6,
Engaging the second transmission gear in the second transmission gear train while being driven by the first transmission gear in the first transmission gear train;
By increasing the second input shaft torque by the motor, the transmission torque of the first transmission gear is reduced,
When the transmission torque of the first transmission gear becomes substantially zero, the first transmission gear is released,
Traveling while maintaining the second input shaft torque by the motor while maintaining the first input shaft rotation speed near the rotation speed of a second transmission gear in the second transmission gear train;
When shifting is completed, the first input shaft rotation speed is gradually approached to the rotation speed of a third transmission gear in the first transmission gear train,
When the rotation speeds of the first input shaft and the third transmission gear are synchronized, the third transmission gear is fastened to the first input shaft, and the torque generated by the motor is reduced to zero to reduce the second gear. Automatic transmission system that releases the transmission gears. An automobile having an internal combustion engine, an automatic transmission, and a control device that controls the internal combustion engine and the automatic transmission,
The automatic transmission,
A first input shaft connected to the internal combustion engine;
A first transmission gear train provided on the first input shaft and releasable,
A second input shaft;
A second transmission gear train provided on the second input shaft and releasable,
An output shaft commonly connected to a driven gear train of the first transmission gear train and the second gear train;
A motor that relatively applies a torque between the first input shaft and the second input shaft,
The control device includes:
Engaging the second transmission gear in the second transmission gear train while being driven by the first transmission gear in the first transmission gear train;
By increasing the second input shaft torque by the motor, the transmission torque of the first transmission gear is reduced,
When the transmission torque of the first transmission gear becomes substantially zero, the first transmission gear is released,
While maintaining the second input shaft torque by the motor, the first input shaft rotation speed asymptotically approaches the rotation speed of a third transmission gear in the first transmission gear train,
When the rotation speeds of the first input shaft and the third transmission gear are synchronized, the third transmission gear is fastened to the first input shaft, and the torque generated by the motor is reduced to zero to reduce the second gear. Car that releases the transmission gears. An automobile having an internal combustion engine, an automatic transmission, and a control device that controls the internal combustion engine and the automatic transmission,
The automatic transmission,
A first input shaft connected to the internal combustion engine;
A first transmission gear train provided on the first input shaft;
A first output shaft provided with a driven gear train coupled to the first transmission gear train;
A second input shaft;
A second transmission gear train provided on the second input shaft;
A second output shaft having a driven gear train coupled to the second transmission gear train;
An output shaft having a driven gear train coupled to the first and second gear trains;
A first final-stage drive gear provided on the first output shaft;
A second final-stage drive gear provided on the second output shaft;
A final driven gear commonly meshing with the first and second final drive gears;
A motor that relatively applies a torque between the first input shaft and the second input shaft,
The control device includes:
Engaging a second transmission gear (or a corresponding second driven gear) in the second transmission gear train while driving with the first transmission gear in the first transmission gear train;
By increasing the second input shaft torque by the motor, the transmission torque of the first transmission gear is reduced,
When the transmission torque of the first transmission gear becomes substantially zero, the first transmission gear is released,
While maintaining the second input shaft torque by the motor, the first input shaft rotation speed asymptotically approaches the rotation speed of a third transmission gear in the first transmission gear train,
When the rotation speeds of the first input shaft and the third transmission gear are synchronized, the third transmission gear is connected to the first input shaft (or the corresponding third driven gear is connected to the first output shaft). A) an automobile that is fastened and the generated torque of the motor is reduced to 0 to release the second transmission gear; A first input shaft connected to the internal combustion engine,
A first transmission gear train provided on the first input shaft and each of which can be released;
A second input axis,
A second transmission gear train provided on the second input shaft and releasable,
An output shaft commonly connected to a driven gear train of the first transmission gear train and the second transmission gear train;
An automatic transmission system comprising a motor that applies a torque relatively between the first input shaft and the second input shaft,
Engaging the second transmission gear in the second transmission gear train while being driven by the first transmission gear in the first transmission gear train;
By increasing the second input shaft torque by the motor, the transmission torque of the first transmission gear is reduced,
When the transmission torque of the first transmission gear becomes substantially zero, the first transmission gear is released,
While maintaining the second input shaft torque by the motor, the first input shaft rotation speed asymptotically approaches the rotation speed of a third transmission gear in the first transmission gear train,
When the rotation speeds of the first input shaft and the third transmission gear are synchronized, the third transmission gear is fastened to the first input shaft, and the torque generated by the motor is reduced to zero to reduce the second gear. Automatic transmission system that releases the transmission gears. A first input shaft connected to the internal combustion engine,
A first transmission gear train provided on the first input shaft;
A first output shaft provided with a driven gear train coupled to the first transmission gear train;
A second input axis,
A second transmission gear train provided on the second input shaft;
A second output shaft having a driven gear train coupled to the second transmission gear train;
An output shaft provided with a driven gear train that is coupled to the first and second gear trains;
A first final-stage drive gear provided on the first output shaft;
A second final-stage drive gear provided on the second output shaft;
An automatic transmission comprising a motor that applies a torque relatively between the first input shaft and the second input shaft, the final driven gear commonly meshing with the first and second final drive gears; The system
Engaging a second transmission gear (or a corresponding second driven gear) in the second transmission gear train while driving with the first transmission gear in the first transmission gear train;
By increasing the second input shaft torque by the motor, the transmission torque of the first transmission gear is reduced,
When the transmission torque of the first transmission gear becomes substantially zero, the first transmission gear is released,
While maintaining the second input shaft torque by the motor, the first input shaft rotation speed asymptotically approaches the rotation speed of a third transmission gear in the first transmission gear train,
When the rotation speeds of the first input shaft and the third transmission gear are synchronized, the third transmission gear is connected to the first input shaft (or the corresponding third driven gear is connected to the first output shaft). A) an automatic transmission system that engages and sets the generated torque of the motor to 0 to release the second transmission gear;

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