JP2007255559A - Transmission control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission control device which enables transmission control when a variation factor of system fluctuates, and fault indication and system stop when it fluctuates to a level impossible to be controlled. <P>SOLUTION: The control device comprises: a rotation angle sensor 5 detecting a shaft rotation angle of transmission; a position command means 7 giving a position command of the rotation angle; and a voltage command generating means 7 which obtains a position deviation and a speed by an actual rotating position obtained from the rotation angle sensor and a position command outputted from the position command means, and a voltage command value based on the position deviation and the speed, furthermore, outputs an applying voltage and an energizing direction to a motor based on the voltage command value. And, an angle threshold set in a range in which it is an angle at which transmission operation is performed or more, and less than a maximum rotation angle of the shaft possible to be obtained is arranged, and the position command means is constituted so that the position command may be varied to a value bigger than the angle threshold depending on elapsed time until the shaft actual rotation angle judged by the rotation angle sensor input from transmission operation start exceeds the angle threshold. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a transmission control device having a function of performing clutch operation and shift operation using motor power in accordance with a driver's command.

  An automatic transmission mechanism (AMT: Automated Mechanical Transmission) that operates a manual transmission by driving an actuator by a control device has already been put into practical use in a four-wheeled vehicle, and a method for controlling an automatic transmission mechanism that is preferable as a two-wheeled vehicle is also used in a two-wheeled vehicle. Proposed.

  For example, a control device that recognizes a shift command generated by operating a switch installed at hand by a driver to perform a shift operation, a control device that automatically performs a shift operation based on a pre-programmed shift pattern, or both Has been proposed (see, for example, Patent Document 1), and an easy drive is provided to the driver as a transmission for a motorcycle.

JP 2002-067671 A

  In these motorcycle transmissions, when the rotational force of an electric motor is used as the driving power for a manual transmission, a motor drive circuit is installed in the control device, and the speed is changed by controlling the amount of energization current and direction of energization of the motor. It is operating.

  A drive current peak of an electric motor is expected to be used in the tens of A class, and the operation frequency of the automatic transmission control device is low in normal use, but when energization is performed frequently for a long time, or Even in the normal use method, there is a problem that the battery becomes excessively discharged after long-term use.

  A four-wheeled vehicle has a relatively large-capacity battery, but a motorcycle, especially a small motorcycle, has only a small-capacity battery, and is frequently energized for a long time. Or, it is predicted that the discharge easily becomes excessive after long-term use.

  In addition, when the battery becomes excessively discharged, the battery voltage decreases as the motor current flows (the degree of battery voltage decrease increases due to the increase in battery internal resistance), the motor applied voltage decreases, and the motor speed decreases. Therefore, if a position command is given in a predetermined sequence and motor control is performed only by position feedback, the actual position does not reach the target position, and there is a possibility that shifting cannot be performed.

  Further, in a state where the battery is further discharged, it is conceivable that a low voltage reset is applied to the microcomputer that performs motor control due to a drop in battery voltage caused by energization of the motor. In this case, since the motor operation stops, when the clutch is disengaged while shifting is being performed, there is a safety problem such as the motorcycle overturning.

  As described above, the above-mentioned system fluctuation factors include, in particular, the battery capacity, the change in the driving load on the mission side to be controlled, the deterioration of the motor characteristics, etc., and ensuring the robustness against these fluctuation factors, that is, It is possible to construct a system that can perform shift control even if the above factors fluctuate, and a system that can display an abnormality indication to the driver by stopping the system by self-diagnosis when the shift control is impossible. It becomes a problem.

  In particular, small motorcycles are required to have low system cost, so it is required to reduce measurement items such as voltage and current as much as possible and to ensure robustness at low system cost.

  The present invention has been made to solve the above-described problems. When the above-described system fluctuation factors fluctuate, it is possible to perform shift control, and when the shift control is impossible. An object of the present invention is to provide a transmission control device capable of displaying an abnormality and stopping the system.

  A transmission control device according to the present invention is a transmission control device that performs clutch operation and transmission operation by rotating a shaft of a transmission using the power of a motor based on a shift command of a driver. A rotation angle sensor for detecting an angle, a position command means for giving a position command for the rotation angle, a position deviation and a speed are obtained from an actual rotation position obtained from the rotation angle sensor and a position command output from the position command means, A voltage command generating means for obtaining a voltage command value based on the speed and outputting a voltage applied to the motor and a direction of energization based on the voltage command value, an angle set not less than the angle at which the shifting operation is performed and less than the maximum rotatable angle of the shaft. A threshold value is provided, and the position command means does not adjust until the actual shaft rotation angle determined from the rotation angle sensor input from the start of the shifting operation exceeds the angle threshold value. To an angle larger than the threshold value in accordance with the elapsed time a command is obtained by the manner varied.

  Since the transmission control device according to the present invention is configured as described above, an angle threshold value that is set to be greater than the angle at which the shift operation is performed and less than the maximum rotatable angle of the shaft is provided, The position command is set to a value larger than the angle threshold value until the actual shaft rotation angle determined by the rotation angle sensor input from the start of the shifting operation exceeds the angle threshold value. Even when approaching, the position deviation is sufficient, which increases the voltage command, and performs the operation using the motor and battery capacity to the maximum until the angle threshold value is set to be greater than the angle at which shifting is performed. Thus, even when the fluctuation factor is deteriorated to some extent, the shift operation can be performed.

  In addition, an angle threshold value is set which is set to be greater than the angle at which the speed change operation is performed and less than the maximum shaft rotation angle. Until the threshold value is exceeded, the position command is changed by a predetermined angle per unit time to a value larger than the angle threshold value, so the position command is not instantaneously set to the maximum value, and the position deviation immediately after the start of control is small. After that, the position deviation gradually increases, so the applied voltage increases sequentially from the small applied voltage, the inrush current at the start of the motor can be reduced, the motor brush wear is reduced, and the motor drive circuit durability There is an effect that it is possible to improve the performance.

  Furthermore, since the position command means has made the position command the neutral point when the actual shaft rotation angle exceeds the angle threshold value, the shaft neutral point return is performed after confirming the shift, and the operation is completed. That is, a shift error can be prevented without performing neutral point return within an angle at which no speed change operation is performed. As another effect, when the shaft actual rotation angle exceeds the angle threshold value, the position command is set to the neutral point, so that the position command value when the shaft actual rotation angle does not exceed the angle threshold value is The voltage command can be increased by setting the angle to be greater than the maximum rotatable angle and increasing the position error.

  Furthermore, since the position command means changes the position command by a predetermined angle per unit time in the direction of the neutral point when the actual shaft rotation angle exceeds the angle threshold value, the brake current when reaching the neutral point is changed. It is possible to reduce the brush wear of the motor and improve the durability of the electronic components of the motor drive circuit.

  The position command means immediately returns the position command to the angle threshold when the actual shaft rotation angle exceeds the angle threshold, and then changes the position command to the neutral point according to the elapsed time. Therefore, the position command already returns to the angle threshold at the start of reversal, and the time for the position command to return to the neutral point can be shortened, so the time for the actual shaft angle to return to the neutral point can also be shortened, and the time required for the shift There is an effect that the speed change feeling is improved.

  In addition, since the time for the position command means to make the position command a value larger than the angle threshold is limited to a predetermined maximum time, the position command means the position when the shaft does not reach the angle threshold because the fluctuation factor is remarkably deteriorated. The time during which the command is set to a value larger than the angle threshold value can be limited, that is, the time during which the voltage is applied to the motor can be limited, and deterioration of the motor can be prevented.

  Further, when the time for the position command means to make the position command a value larger than the angle threshold exceeds a predetermined time, the position command is set as a neutral point, and a failure is determined when the shaft actual rotation angle returns to the neutral point. Since the gear change command is not accepted from the next time, when the shaft does not reach the angle threshold when the fluctuation factor is remarkably deteriorated, the gear change command is not accepted from the next time and the system is stopped to prevent unstable operation. I can do it.

  When the time for which the position command means sets the position command to a value larger than the angle threshold exceeds a predetermined time, the position command is changed by a predetermined angle every unit time in the neutral point direction, and the actual shaft rotation angle Is determined to be faulty when returning to the neutral point, and the gear change command is not accepted from the next time. In addition to being able to stop and prevent unstable operation, the brake current at the time of reaching the neutral point can be reduced to reduce the brush wear of the motor and improve the durability of the electronic components of the motor drive circuit. is there.

  In addition, a warning lamp is provided for displaying to the driver that a system failure has occurred. When the time for the position command means to make the position command a value greater than the angle threshold exceeds a predetermined time, the warning lamp Since the abnormality display is performed, the driver can easily know the abnormality.

  Also, when at least one of an engine rotation speed detecting means and an engine ignition control prohibiting means or a fuel injection prohibiting means is provided, and the time when the position command means makes the position command a value larger than the angle threshold exceeds a predetermined time. By prohibiting ignition or prohibiting fuel injection when the engine speed exceeds a predetermined level, the maximum engine speed is limited to indicate an abnormality to the driver. The driver can easily go down and know the abnormality.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of the first embodiment. In this figure, it is assumed that the upshift switch 1 and the downshift switch 2 are arranged so that the driver can operate them at hand. Each switch is grounded when the driver presses switch 1 or 2.

  The shift-up switch 1 and the shift-down switch 2 are each connected to the shift switch determination means 3. The shift switch determination unit 3 outputs a shift command and a shift direction (shift-up or shift-down) to the shift execution determination unit 4 when any switch is closed for a sufficiently long time.

  Based on information from various sensors such as gear position information obtained from a gear position sensor (not shown), engine rotation speed information obtained from an engine rotation sensor (not shown), and the output of the abnormality determination means 13 When the vehicle state is not to be set or when an abnormality occurs, the shift command and the shift direction are not transmitted to the H-bridge control means 7. When it is determined that the shift can be performed, the shift command and the shift direction are transmitted to the H-bridge control means 7.

  The H bridge control means 7 includes a portion for creating a position command in response to the command from the shift execution determination means 4, and includes the position command and the shaft rotation angle information from the shaft angle detection means 6 and the current detection means 12. Based on the motor current information, a motor energization PWM signal and an energization direction signal are output to the H bridge control circuit 8. The command status is also output to the abnormality determination means 13 for abnormality determination.

  The H bridge circuit 9 is a well-known motor drive circuit including four switching elements, and any two switching elements are turned on by the control signal from the H bridge control circuit 8 to energize the motor 10. The H bridge control circuit 8 is configured to output a motor energization PWM signal to any two switching elements based on the energization direction signal from the H bridge control means 7.

  Motor power is supplied from the battery 11. The motor rotational force is decelerated by a gear box (not shown), and a driving force is transmitted to a shift shaft (not shown) by a link mechanism including a lever and a shaft (not shown), and the shift shaft is rotated to perform a shift. The transmission to be controlled usually has a shift pedal connected to a shift shaft on the left foot, and is configured to be able to shift up when the shift pedal is tilted forward and down when it is tilted backward.

  In addition, the shift clutch is mechanically disengaged by the operation of the shift pedal back and forth, that is, the rotation of the shift shaft, and the return clutch is returned again by the return operation of the shift pedal to the neutral point, that is, the return rotation to the neutral point of the shift shaft. To be connected.

The current detection unit 12 is disposed between the battery 11 and the H bridge circuit 9, measures the motor current, and outputs motor current information to the H bridge control unit 7 and the abnormality determination unit 13.
The rotation angle sensor 5 is attached to a shift shaft (not shown) or a gear box (not shown), measures the shift shaft angle directly or indirectly, and outputs a shift shaft angle signal to the shift shaft angle detection means 6. The shift shaft angle detection means 6 outputs the shift shaft angle information to the H bridge control means 7 and the abnormality determination means 13.

  When there is at least one input of an abnormality in the shaft rotation angle, an abnormality in the battery voltage, an abnormality in the motor current, and an abnormality occurrence information from the H-bridge control means 7, the abnormality determination unit 13 is input to the alarm driving circuit 14. The drive command signal is transmitted, and the alarm drive circuit 14 turns on the warning LED 15. In addition, an abnormality occurrence output is transmitted to the shift execution determination unit 4, and the shift execution determination unit 4 does not transmit the command to the H bridge control unit 7 even if a shift command and a shift direction are input from the shift switch determination unit 3.

Next, the processing of the H bridge control means 7 will be described in detail with reference to FIGS.
FIG. 2 is an explanatory diagram showing a position command determination method of the H-bridge control means 7, where the vertical axis indicates the shift shaft rotation angle and the horizontal axis indicates time. A thick line indicates a position command, and a broken line indicates a shaft rotation angle actual position input from the shaft angle detection means 6.

  A section A is a state before receiving the shift command, and the position command and the actual shift shaft rotation angle position described above are neutral points. A shift command is input at the timing B. As soon as the shift command is input, the position command is increased by a predetermined angle every unit time to a maximum value larger than the angle threshold value in the interval C. For example, if the gear change angle is 20 ° ± 2 ° and the maximum mechanical rotation angle is 28 ° ± 2 °, the maximum value of the position command is about 26 ° and the angle threshold is about 24 °. Should be set. The change rate of the position command is set to be higher than the maximum speed of the target rotation speed of the shift shaft.

  The upward direction from the neutral point indicates the rotational direction in which the shift pedal is tilted forward (shift up), and the downward direction from the neutral point indicates the rotational direction in which the shift pedal is tilted backward (shift down). This shows a case where the shift command is input.

After the actual shaft rotation angle position input from the shaft angle detecting means 6 exceeds the angle threshold value, in the section D, the position command is returned to the neutral point by a predetermined angle every unit time.
After confirming that the actual shaft rotation angle position has returned to the neutral point at the timing E, the shift control is terminated, and the H bridge control means 7 transmits the shift control completion to the shift execution determining means 4.

  FIG. 3 is a block diagram showing a motor control system of the H bridge control means 7. In this figure, 16 is an input unit for inputting the position command determined in FIG. 2, 17 is an input unit for inputting the shaft rotation angle detected by the shaft angle detection means 6, 18 is a multiplication unit for the position gain Kp, and 19 is a shaft. A speed calculation unit that outputs the shaft rotation angular velocity with the rotation angle 17 as an input, 20 is a multiplication unit of the speed gain Kd, 21 is a motor current input unit from the current detection means 12, and 22 is a current gain multiplication unit. An average voltage command Vc is output. An output unit 23 outputs the PWM duty command and the rotation direction to the H bridge control circuit 8 with the motor average voltage Vc of the multiplication unit 22 as an input.

Next, the processing of the block diagram of FIG. 3 will be described. From the output θc from the position command input unit 16, the outputs θ and θ of the rotation angle input unit 17 as inputs, the rotational angular velocity ω calculated by the speed calculation unit 19 and the output i from the motor current input unit 21, FIG. In the block diagram, the motor average voltage command Vc is calculated as follows.
Vc = Ki * (Kp * (θc−θ) −Kd * ω−i) (1)

Next, the motor average voltage command Vc calculated by the equation (1) is input, and the output unit 23 calculates the output of the PWM duty command by the following equation.
PWM duty command = | Vc | * 100 [%] (2)
For example, if the rotation direction is forward rotation when Vc is greater than or equal to zero and reverse rotation when Vc is less than zero, any voltage in the forward and reverse directions can be applied to the motor terminal according to the sign of Vc.

  As described above, in this embodiment, in the section C, the position command is increased to a maximum value larger than the angle threshold value by a predetermined angle per unit time. In other words, since the position command is not instantaneously set to the maximum value, the position deviation immediately after the start of control is small, and then the position deviation gradually increases. As a result, the PWM duty gradually increases from the low PWM duty. Since the applied voltage is gradually increased, the inrush current at the start of the motor can be reduced, and there is an effect that the brush wear of the motor can be reduced and the durability of the electronic components of the motor drive circuit can be improved.

Further, if the maximum value of the position command is set to a sufficiently large value, a sufficient position deviation can be obtained even when the actual rotation angle is close to the angle threshold value, so that the PWM duty can be increased. As a result, after the applied voltage gradually rises at start-up, it can be driven up to the angle threshold with full energization (full applied voltage), so operation using the maximum capacity of the motor and battery is performed. Thus, there is an effect that the shift operation can be performed even when the fluctuation factor is deteriorated to some extent.
The maximum value of the position command may be set to a value larger than the mechanical maximum rotatable angle if necessary to secure a position deviation.
As another method for increasing the applied voltage even when the actual rotation angle at which the positional deviation becomes small approaches the angle threshold value, a correction term based on the integrated value of the positional deviation may be added to Vc.

  Further, since it is determined that the actual shaft rotation angle position has exceeded the angle threshold value and the operation proceeds to the return operation to the neutral point of the state D, the angle threshold value should be set to be greater than the angle at which the speed change operation is performed. In addition, since the return operation can be performed after the gear is reliably shifted, there is an effect that a shift error can be prevented.

  In the state D, the position command is returned to the neutral point direction by a predetermined angle per unit time, so that the return speed is reduced compared with the case where the neutral point is instantaneously set when the state D is shifted to. Since the value (Kd * ω) is reduced, the brake current when the actual shaft rotation angle position approaches the neutral point is reduced. Thereby, there is an effect that brush wear of the motor can be reduced and durability of the electronic components of the motor drive circuit can be improved.

  Further, since the motor average voltage command Vc is expressed by the equation (1), it is applied in a state in which the battery cannot supply current, for example, when the battery discharge is deteriorated by current feedback in addition to adjustment of applied voltage by position feedback. The voltage can be adjusted automatically, and the response variation of the actual shaft rotation angle is reduced in the state D even when the response of the applied voltage adjustment is improved and the fluctuation factor is changed. As a result, when the fluctuation factor fluctuates, it is possible to suppress a decrease in the return speed and to reduce the change in drivability.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to the drawings. FIG. 4 is a block diagram showing the configuration of the second embodiment. It is assumed that the upshift switch 1 and the downshift switch 2 are arranged so that the driver can operate them at hand. Each switch is grounded when the driver presses the switch 1 or 2.

  The shift-up switch 1 and the shift-down switch 2 are each connected to the shift switch determination means 3. The shift switch determination unit 3 outputs a shift command and a shift direction (shift-up or shift-down) to the shift execution determination unit 4 when any switch is closed for a sufficiently long time.

  The shift execution determination means 4 includes information from various sensors such as gear position information obtained from a gear position sensor (not shown), and engine rotation speed information obtained by processing the engine rotation signal output from the engine rotation sensor. Based on the output of the means 13, the shift command and the shift direction are not transmitted to the H-bridge control means 7 when the vehicle state should not be shifted or when an abnormality occurs. When it is determined that the shift can be performed, the shift command and the shift direction are transmitted to the H-bridge control means 7.

  The H bridge control means 7 includes a portion for creating a position command in response to the command from the shift execution determination means 4, and based on the position command and the shaft rotation angle information from the shaft angle detection means 6, the H bridge control circuit 8 outputs a motor energization PWM signal and an energization direction signal. The command status is also output to the abnormality determination means 13 for abnormality determination.

  The H bridge circuit 9 is a well-known motor drive circuit including four switching elements, and any two switching elements are turned on by the control signal from the H bridge control circuit 8 to energize the motor 10. The H bridge control circuit 8 outputs a motor energization PWM signal to any two switching elements based on the energization direction signal from the H bridge control means 7.

  Motor power is supplied from the battery 11. The motor rotational force is decelerated by a gear box (not shown), and a driving force is transmitted to a shift shaft (not shown) by a link mechanism including a lever and a shaft (not shown), and the shift shaft is rotated to perform a shift. The transmission to be controlled usually has a shift pedal connected to a shift shaft on the left foot, and is configured to be able to shift up when the shift pedal is tilted forward and down when it is tilted backward.

  In addition, the shift clutch is mechanically disengaged by the operation of the shift pedal back and forth, that is, the rotation of the shift shaft, and the return clutch is returned again by the return operation of the shift pedal to the neutral point, that is, the return rotation to the neutral point of the shift shaft. To be connected.

  The rotation angle sensor 5 is attached to a shift shaft (not shown) or a gear box (not shown), measures the shift shaft angle directly or indirectly, and outputs a shift shaft angle signal to the shift shaft angle detection means 6. The shift shaft angle detection means 6 outputs the shift shaft angle information to the H bridge control means 7 and the abnormality determination means 13.

  One of the roles of the torque cut command / abnormality determination means 13 is a torque cut command output at the time of upshifting. At least one of an ignition cut command signal, a fuel cut command signal, and a throttle close command signal is sent to the engine control device 25. Output one.

  Further, as another role, when at least one of an abnormality of the shaft rotation angle and an abnormality occurrence information from the H-bridge control means 7 is input, an abnormality occurrence output is transmitted to the shift execution determination means 4 to execute the shift. The determination unit 4 does not transmit the shift command to the H-bridge control unit 7 even when the shift command and the shift direction are input from the shift switch determination unit 3.

Further, when the engine speed input from the engine speed determination means exceeds 3000 rpm, an ignition cut command or a fuel cut command is output to the engine control device 25, and the engine speed is limited to the driver. It is possible to communicate the occurrence of abnormalities.
If the gear change command is not accepted, that is, a slight abnormality that does not require the system to be stopped, the gear change time may be delayed and the abnormality transmitted to the driver. As a result, an abnormality can be transmitted to the driver without an indicator such as an alarm lamp, and the cost can be reduced.

  Next, the processing of the H bridge control means 7 will be described in detail with reference to FIGS. FIG. 5 is an explanatory diagram showing a position command determination method of the H-bridge control means 7, where the vertical axis indicates the shift shaft rotation angle and the horizontal axis indicates time. A thick line indicates a position command, and a broken line indicates a shaft rotation angle actual position input from the shaft angle detection means 6.

  A section A is a state before receiving the shift command, and the position command and the actual shift shaft rotation angle position described above are neutral points. A shift command is input at the timing B. As soon as the shift command is input, the position command is increased by a predetermined angle to a maximum value that is larger than the angle threshold value by a predetermined angle every unit time. For example, if the angle at which the gear change is performed is 20 ° ± 2 ° and the maximum mechanical rotation angle is 28 ° ± 2 °, the position command in the section C is about 26 °, and the angle threshold is 24 °. What is necessary is just to set to a grade. The change rate of the position command is set to be higher than the maximum speed of the target rotation speed of the shift shaft.

  The upward direction from the neutral point indicates the rotational direction in which the shift pedal is tilted forward (shift up), and the downward direction from the neutral point indicates the rotational direction in which the shift pedal is tilted backward (shift down). This shows a case where the shift command is input.

  After the actual shaft rotation angle position input from the shaft angle detecting means 6 exceeds the angle threshold value, the position command is returned to the neutral point by a predetermined angle every unit time in the section D of FIG. After confirming that the actual shaft rotation angle position has returned to the neutral point at the timing E, the shift control is terminated, and the H bridge control means 7 transmits the shift control completion to the shift execution determining means 4.

  However, when there is deterioration such as excessive discharge of the battery 11, an increase in load on the shift shaft, or a decrease in motor output, the original operation speed cannot be obtained even if the position command is set to a value larger than the angle threshold value in the C state. The time until the actual shaft rotation angle position exceeds the angle threshold value becomes longer. This means that the time until the completion of the shift becomes longer, and the driver senses and recognizes the abnormality that the shift time becomes longer as the variable factor becomes worse.

  However, there is a limit on the time during which the state of C can be continued. For example, the time limit is 1 second, and even if the above-described deterioration further proceeds for 1 second, even if the position command is fixed to a value larger than the angle threshold value, the actual shaft rotation angle position does not exceed the angle threshold value. If rotation to the angle at which the speed change operation is performed is not recognized, it is determined as abnormal, and the position command is returned to the neutral point by a predetermined angle every unit time.

  After confirming that the actual position of the shaft rotation angle has returned to the neutral point, the shift control is terminated abnormally, and the H-bridge control means 7 transmits the shift control end to the shift execution determining means 4 to the torque cut / abnormality determining means 13. Communicate abnormal termination. The torque cut / abnormality determination unit 13 transmits the abnormality occurrence to the shift execution determination unit 4, and the shift execution determination unit 4 does not transmit a shift command to the H bridge control unit 7 from the next time.

  Thereby, there is an effect that the time for applying voltage to the motor can be limited at the time of deterioration. In case of abnormality, the state is changed to the D state, and after the shaft is returned to the neutral point, the shift command is not executed even if the shift command is pressed from the next time, that is, the shift switch is pressed. There is an effect that an unstable operation can be prevented by stopping the system.

  FIG. 6 is a block diagram showing a motor control system of the H bridge control means 7. In this figure, 16 is an input unit for inputting the position command determined in FIG. 2, 17 is an input unit for inputting the shaft rotation angle detected by the shaft angle detection means 6, 18 is a multiplication unit for the position gain Kp, and 19 is a shaft. A speed calculation unit 20 that outputs the shaft rotation angular velocity with the rotation angle as an input, 20 subtracts the output of 20 from the output of the multiplication unit 18 and multiplication unit 18 of the speed gain Kd, and outputs a motor average voltage command Vc. An output unit 23 receives the motor average voltage command Vc and outputs the PWM duty command and the rotation direction to the H-bridge control circuit 8.

Next, the processing of the block diagram of FIG. 6 will be described. The motor average voltage command Vc in the block diagram of FIG. 6 is obtained from the rotation angular velocity ω calculated by the speed calculation unit 19 using the output θc from the position command input unit 16 and the outputs θ and θ of the rotation angle input unit 17 as inputs. Calculate as follows.
Vc = Kp * (θc−θ) −Kd * ω (1)

Next, the motor average voltage command Vc calculated by the equation (1) is input, and the output unit 23 calculates the output of the PWM duty command by the following equation.
PWM duty command = | Vc | * 100 [%] (2)
For example, if the rotation direction is forward rotation when Vc is greater than or equal to zero and reverse rotation when Vc is less than zero, any voltage in the forward and reverse directions can be applied to the motor terminal according to the sign of Vc.

As described above, in this embodiment, in the section C, the position command is increased to a maximum value larger than the angle threshold value by a predetermined angle per unit time. In other words, since the position command is not instantaneously set to the maximum value, the position deviation immediately after the start of control is small, and then the position deviation gradually increases. As a result, the PWM duty gradually increases from the low PWM duty, resulting in the motor Since the applied voltage is gradually increased, the inrush current at the start of the motor can be reduced, and there is an effect that the brush wear of the motor can be reduced and the durability of the electronic components of the motor drive circuit can be improved.
FIG. 7 shows a simulation result in which a position command for the section C in FIG. 5 is given. As shown in FIG. 7C, the motor applied voltage gradually increases at the time of start-up, and as shown in FIG. 7B, the motor current peak is about 20 [A]. On the other hand, FIG. 8 shows a simulation result in which the position command is instantaneously set to the maximum value in the section C. The motor applied voltage rises instantaneously as shown in FIG. Is about 30 [A] as shown in FIG.

Further, if the maximum value of the position command is set to a sufficiently large value, a sufficient position deviation can be obtained even when the actual rotation angle is close to the angle threshold value, so that the PWM duty can be increased. As a result, after the applied voltage gradually rises at start-up, it can be driven up to the angle threshold with full energization (full applied voltage), so operation using the maximum capacity of the motor and battery is performed. Thus, there is an effect that the shift operation can be performed even when the fluctuation factor is deteriorated to some extent. As another method for increasing the applied voltage even when the actual rotation angle at which the positional deviation becomes small approaches the angle threshold value, a correction term based on the integrated value of the positional deviation may be added to Vc.
The maximum value of the position command may be set to a value larger than the mechanical maximum rotatable angle if necessary to secure a position deviation.
In FIG. 7A, the position command is gradually changed to an angle larger than the angle threshold value, and it can be seen from the simulation result of the motor applied voltage that the full energization can be performed almost in the entire area of C.

  Further, since it is determined that the actual shaft rotation angle position has exceeded the angle threshold value and the operation proceeds to the return operation to the neutral point of the state D, the angle threshold value should be set to be greater than the angle at which the speed change operation is performed. In addition, since the return operation can be performed after the gear is reliably shifted, there is an effect that a shift error can be prevented.

Also, in the state D, the position command is returned to the neutral point direction by a predetermined angle per unit time, so that the return speed is reduced compared with the case where the neutral point is instantaneously set at the time of transition to the state D. Since the value (Kd * ω) is reduced, the brake current when the actual shaft rotation angle position approaches the neutral point is reduced. Thereby, there is an effect that brush wear of the motor can be reduced and durability of the electronic components of the motor drive circuit can be improved.
FIG. 7 shows a simulation result in which a position command for the section D in FIG. 5 is given. As shown in FIG. 7B, the brake current peak when the actual position of the shaft rotation angle approaches the neutral point is about 20 [A]. On the other hand, FIG. 8 is a simulation result in which the position command is instantaneously set to the neutral point in the section D, and the brake current peak when the actual shaft rotation angle position approaches the neutral point is shown in FIG. As shown in FIG.

Embodiment 3 FIG.
Next, a third embodiment of the present invention will be described. Since the block diagram showing the configuration of the third embodiment is the same as that of the second embodiment (FIG. 4), illustration and description thereof are omitted.
FIG. 9A shows a position command determination method of the H bridge control means 7. In the section A, the position command indicated by the thick line and the actual shaft rotation angle position input from the shaft angle detecting means 6 indicated by the broken line are neutral before the shift command is received. A shift command is input at the timing B. As soon as the shift command is input, in the section C, the position command is increased by a predetermined angle per unit time to a maximum value greater than the angle threshold value. For example, if the gear change angle is 20 ° ± 2 ° and the maximum mechanical rotation angle is 28 ° ± 2 °, the maximum value of the position command is about 26 ° and the angle threshold is about 24 °. Should be set. The change rate of the position command is set to be higher than the maximum speed of the target rotation speed of the shift shaft.
The upward direction from the neutral point is the rotational direction in which the shift pedal is tilted forward (shift up), and the downward direction from the neutral point is the rotational direction in which the shift pedal is tilted backward (shift down). In this example, an upshift command is input.

After the actual shaft rotation angle position input from the shaft angle detection means 6 exceeds the angle threshold value, in the section D, the position command is first set as the angle threshold value and then returned to the neutral point by a predetermined angle per unit time. . After confirming that the actual shaft rotation angle position has returned to the neutral point at the timing E, the shift control is terminated, and the H-bridge control means transmits the shift control end to the shift execution determining means.
Here, in the section D, the position command is first set to the angle threshold value. However, when performing a return determination other than the angle threshold value, in the section D, the position command is first set to the actual shaft rotation angle. It is good also as a position.

FIG. 9B shows an example in which the position command is not used as the angle threshold immediately after the transition to the D section. After the transition to the D section, the position command is returned to the neutral point by a predetermined angle per unit time. Like.
Therefore, the rotation operation of the shaft is delayed compared to FIG. 9A by the time for returning the difference between the position command and the angle threshold at the time of shifting to D.
As described above, in this embodiment, when the state is shifted to the state D, the position command is first set as the angle threshold value and then returned to the neutral point by a predetermined angle per unit time. Compared with returning to the neutral point at a predetermined angle, the time required for the position command to return to the neutral point can be shortened. Has the effect of improving.

  Since the block diagram of the motor control of the H-bridge control means 7 of this embodiment is the same as that of the second embodiment (FIG. 6), illustration and description thereof are omitted.

It is a block diagram which shows the structure of Embodiment 1 of this invention. FIG. 6 is an explanatory diagram illustrating a method for determining a position command of an H-bridge control unit according to the first embodiment. FIG. 3 is a block diagram showing a motor control method of the H bridge control means in the first embodiment. It is a block diagram which shows the structure of Embodiment 2 of this invention. It is explanatory drawing which shows the position command determination method of the H bridge control means in Embodiment 2. FIG. 10 is a block diagram showing a motor control method of an H bridge control means in the second embodiment. FIG. 10 is a diagram illustrating a simulation result of the second embodiment. FIG. 10 is a diagram illustrating a simulation result of the second embodiment. FIG. 10 is an explanatory diagram showing a position command determination method for an H-bridge control means in the third embodiment.

Explanation of symbols

1 shift up switch, 2 shift down switch,
3 shift switch determination means, 4 shift execution determination means, 5 rotation angle sensor,
6 shaft angle detection means, 7 H bridge control means, 8 H bridge control circuit, 9 H bridge circuit, 10 motor, 11 battery, 12 current detection means, 13 abnormality determination means, 14 alarm drive circuit, 15 LED,
16A, 16B input unit, 17 multiplication unit, 18 speed calculation unit, 19 multiplication unit, 20 input unit, 21 current command, 22 output unit, 25 engine control unit,
26 Adder.

Claims (12)

In a transmission control device that performs clutch operation and shift operation by rotating a shaft of a transmission using power of a motor based on a shift command of a driver,
The position deviation and speed are determined by the rotation angle sensor for detecting the shaft rotation angle of the transmission, the position command means for giving a position command for the rotation angle, the actual rotation position obtained from the rotation angle sensor and the position command output from the position command means. Obtain voltage command value based on position deviation and speed, voltage command generation means to output applied voltage and energization direction to motor based on voltage command value, less than the maximum rotation angle of shaft more than angle where shift operation is performed A set angle threshold value is provided, and the position command means determines the position command according to the elapsed time until the actual shaft rotation angle determined from the rotation angle sensor input exceeds the angle threshold value. A transmission control device characterized by changing to a larger value.   An angle threshold value is set that is set to be greater than the angle at which the speed change operation is performed and less than the maximum shaft rotation angle. 2. The transmission control device according to claim 1, wherein the position command is changed by a predetermined angle per unit time until the value exceeds a value greater than the angle threshold value until the value is exceeded.   The transmission control device according to claim 1, wherein the position command means changes the position command to a neutral point according to the elapsed time when the actual shaft rotation angle exceeds an angle threshold value.   4. The transmission control apparatus according to claim 3, wherein the position command means changes the position command by a predetermined angle per unit time in the neutral point direction when the actual shaft rotation angle exceeds the angle threshold value.   The position command means is configured to immediately return the position command to the angle threshold when the actual shaft rotation angle exceeds the angle threshold, and then change the position command to a neutral point according to the elapsed time. The transmission control device according to claim 1.   The position command means immediately returns the position command to the angle threshold when the actual shaft rotation angle exceeds the angle threshold, and then changes the position command by a predetermined angle in the unit time in the neutral point direction. The transmission control device according to claim 5.   2. The transmission control device according to claim 1, wherein the time for which the position command means makes the position command a value larger than the angle threshold is limited to a predetermined maximum time.   If the time for which the position command means makes the position command larger than the angle threshold exceeds a predetermined time, the position command is changed to the neutral point according to the elapsed time, and the actual shaft rotation angle is returned to the neutral point. 8. The transmission control apparatus according to claim 7, wherein the transmission control apparatus determines that a failure has occurred and does not accept a shift command from the next time.   If the time that the position command means makes the position command larger than the angle threshold exceeds a predetermined time, the position command is changed by a predetermined angle per unit time in the neutral point direction. 8. The transmission control device according to claim 7, wherein a failure determination is made at the time of return, and a shift command is not accepted from the next time.   A warning light is provided to indicate to the driver that a system failure has occurred. If the time that the position command means sets the position command to a value greater than the angle threshold exceeds a predetermined time, an error is displayed to the driver by the warning light. The transmission control device according to claim 7, wherein:   When at least one of an engine rotation speed detecting means and an engine ignition control prohibiting means or a fuel injection prohibiting means is provided, and the time when the position command means makes the position command a value larger than the angle threshold exceeds a predetermined time, 8. The transmission control device according to claim 7, wherein when the engine speed exceeds a predetermined engine speed, ignition is prohibited or fuel injection is prohibited, thereby limiting the maximum engine speed and displaying an abnormality to the driver. .   A motor current detecting means for measuring the motor current is provided, and a position deviation and a speed are obtained from an actual rotational position obtained from the rotation angle sensor and a position command outputted from the position command means, and a current command generating means based on the position deviation and the speed. Calculates the current command value, and the voltage command means obtains a voltage command based on the deviation between the current command value and the actual current value obtained from the current detection means, and outputs the voltage applied to the motor and the energization direction based on the voltage command value. The transmission control device according to claim 1.

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