JP2008057575A - Actuator for automatic speed change of manual transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an actuator for automatic speed change of a manual transmission capable of reducing free running time of the manual transmission without using a complicated and enlarged structure while suppressing cost. <P>SOLUTION: The actuator for automatic speed change for automatically operating the manual transmission for a vehicle has a shunt motor 3 which is a magnetic field type motor for driving the actuator and an ECU part (a control means) 1 for variably controlling strength of a field magnet of the shunt motor 3 corresponding to a state of the manual transmission. The ECU part 1 has a first type switching element (large capacity FET) SW0 for controlling rotation speed of the shunt motor 3 and a plurality of second type switching elements (low capacity FET) SW1 to SW4 for switching rotation direction of the shunt motor 3 and controlling the field magnet. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automatic transmission actuator for a manual transmission, and more particularly to an automatic transmission actuator for a manual transmission driven by a motor.

  Referring to Non-Patent Document 1, the automatic transmission actuator of a manual transmission is a clutch mechanism and a manual transmission mechanism of an automobile that are operated using a motor-driven actuator, and a clutch disengagement / engagement operation and a manual transmission mechanism. The gear shift is performed. Conventionally, a permanent magnet field type DC motor has been used as a motor for driving an actuator of this system.

  Referring to Non-Patent Document 1, the characteristic feature of the DC motor is that the rotational speed and current change in proportion to the change in torque.

D & M (Nikkei Mechanical) 2003 AUG No. 587 p84-87 Small motor (Electrical Society of Japan Precision Small Motor Investigation Committee, published by Corona) p22-25

  While the vehicle is running, the shifting operation of the automatic transmission actuator of the manual transmission is clutch disengagement → selection or shift → clutch engagement. For example, in the clutch mechanism, between the clutch disengagement and immediately before the clutch engagement, that is, the idle running period of the clutch mechanism is a state in which the torque transmission from the engine to the tire is interrupted. The running time is longer and the feeling is worse. For this reason, the improvement of the responsiveness by shortening of idle time is calculated | required.

  In addition, the larger the engine mounted, the greater the output required to drive the actuator. Therefore, the motor for driving the actuator is required to have high torque and high rotation.

  The DC motor, when given voltage x current as an input, is output as torque x rotation speed. That is, there is a relationship of efficiency = output / input = (torque × rotation) / (voltage × current). Since the efficiency of a DC motor is generally about 60 to 80%, there are limitations on voltage and current, and when the input cannot be increased, there is a limit to increase the output = torque × rotation speed, and the required torque is large. In this case, it is necessary to reduce the rotational speed, and to increase the required rotational speed, it is necessary to reduce the torque. Even if the loss is reduced and the efficiency is increased, it is impossible to increase the efficiency to 100% or more. Therefore, there is a limit to increasing both the torque and the rotational speed at the same time.

  Conventionally, four FET H-bridge circuits are used for speed control and rotation direction switching of a permanent magnet field type DC motor that drives an automatic transmission actuator of a manual transmission. Since it flows, all four FETs require large capacity FETs.

  In order to increase the input to the DC motor, there is a means of boosting and increasing current, but in the case of boosting, the system is expensive, and in the case of increasing current, the wire harness ( W / H) needs to be thickened, but there are problems of increased required space and increased weight.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic transmission actuator for a manual transmission that can reduce the idle running time of the manual transmission without complicating or enlarging the configuration and suppressing the cost.

  According to a first aspect of the present invention, there is provided an automatic transmission actuator for automatically operating a manual transmission of a vehicle, an electromagnet field motor for driving the actuator, and the electromagnet according to a state of the manual transmission. And a control means for variably controlling the field strength of the field motor. An automatic transmission actuator for a manual transmission is provided.

  In the case of an electromagnet field motor, for example, in the case of a shunt motor, the armature winding and the field winding are connected in parallel, and the current can be varied by a switching element inserted in series with the field winding. Thus, the field can be changed. The universal motor shown in FIGS. 2 and 3 to be described later is a divided motor, and further, an armature side is an armature (rotor, rotor), and a field side is a stator (stator). However, the electromagnet field motor applied to the present invention is not limited to this, and various types of motors can be used as long as the field can be varied, for example, a series motor, a compound motor, and other excitation motors. Can also be used. Further, the rectification of the armature current can be performed by a commutator provided in the amateur and a brush that is in sliding contact with the commutator, but other methods may be used.

  The control means can grasp the state of the manual transmission based on a detection signal output from a sensor or switch associated with the actuator, or based on its own command signal transmitted to the actuator. Also good.

  According to the present invention, an electromagnetic field type motor (for example, a universal motor or a divided motor) is used instead of the permanent magnet field type DC motor that has been conventionally used for driving an automatic transmission actuator of a manual transmission. use. According to the present invention, it is possible to increase or decrease the field by adjusting the field current. When the field is increased, the torque becomes low (low rotation) and the field is weakened. In this case, high rotation (low torque) is obtained.

  Therefore, according to the present invention, the motor characteristics (torque-rotation speed) can be made variable by variably controlling the field.

  Therefore, according to the present invention, depending on the state of the manual transmission, when high torque is required in the actuator, the field is strengthened to make the characteristics of the electromagnet field motor a high torque-low rotation characteristic, When high torque is not required in the actuator, for example, in the clutch mechanism, the clutch mechanism engagement period, which is a low load period with respect to the clutch mechanism actuator, or the sleeve of the speed change mechanism is moved from the balk point to another balk point. When the shift fork head corresponding to the period is selected or the idle running period at the time of shifting, the field is weakened so that the characteristics of the electromagnet field motor can be changed to the characteristics of low torque and high rotation. As a result, according to the present invention, the responsiveness of the electromagnetic field type motor, the actuator driven thereto, and the clutch mechanism or the transmission mechanism is improved, the idle running time of the manual transmission is shortened, and the feeling of the transmission is improved. Can be improved.

  Furthermore, according to the present invention, the torque can be increased by making the field strength variable, so that the motor can be increased in size, the switching element for motor control can be increased in capacity, or the wire can be increased to increase the current. Necessary torque can be obtained while ensuring responsiveness without increasing the diameter of the harness (W / H) or using an expensive booster circuit.

  As described above, according to the present invention, there is provided a manual transmission capable of reducing the idle running time of the manual transmission without complicating or enlarging the configuration and suppressing the cost.

In a preferred embodiment of the present invention, the manual transmission includes a clutch mechanism and a transmission mechanism, and the actuator includes a clutch mechanism actuator that automatically operates the clutch mechanism, and a transmission that automatically operates the transmission mechanism. An actuator for a mechanism, wherein the control means controls the field magnet relatively weakly in a predetermined operation period of the clutch mechanism and / or the speed change mechanism as compared with other periods. To do.
In a preferred embodiment of the present invention, the electromagnet field motor is a shunt motor.
In a preferred embodiment of the present invention, the predetermined operation period is a period during which the clutch mechanism actuator engages the clutch mechanism.
In a preferred embodiment of the present invention, the speed change mechanism includes a sleeve for switching a speed change ratio, and the predetermined operation period is defined as a period when the speed change mechanism actuator moves the sleeve from the balk point in the speed change mechanism. It is a period for operating at another balk point.

  In a preferred embodiment of the present invention, the control means includes a first type of switching element for controlling the rotational speed of the shunt motor, a plurality of switching devices for switching the rotation direction of the shunt motor and for controlling the field. The second type switching element has a lower capacity than the first type switching element. According to this form, instead of the conventional high-capacity switching element (first type switching element, for example, FET) used for both motor control and rotation direction switching, the speed control of the shunt motor is used. One high-capacity first-type switching element (for example, FET) is used, and four low-capacity and inexpensive second-type switching elements (for example, FET) for switching the field current are used for switching the rotation direction. Furthermore, the wire harness (W / H) from the control means (ECU) to the motor has conventionally required two wire harnesses for the motor to switch the forward / reverse rotation, but the shunt motor is a separate circuit. Since the forward / reverse rotation is switched, W / H from the control means (ECU) to the motor can be reduced to one. As described above, according to this embodiment, the number of FETs having a large capacity and high price is reduced as compared with the conventional one, and the cost is reduced, and the weight and cost of the wire harness connecting the control means (ECU) and the motor are reduced. The

  In a preferred embodiment of the present invention, the minus side of the divided motor is connected to the ground. This reduces the amount of wire harness.

  FIG. 1 is a system diagram of a manual transmission to which an automatic transmission actuator that automatically operates the manual transmission of the vehicle according to the first embodiment of the present invention is applied.

  Referring to FIG. 1, the manual transmission 10 includes a clutch mechanism 11 and a transmission mechanism 12. The clutch mechanism 11 is automatically operated by the first actuator 2a, and the transmission mechanism 12 is automatically operated by the second actuator 2b for selection and the third actuator 2c for shift.

  The first to third actuators 2a, 2b and 2c are driven by first to third divided motors 3a, 3b and 3c, respectively, which are electromagnet field motors, and the first to third divided motors 3a. , 3b, 3c are controlled by a control means (ECU unit) 1, respectively.

  The control means 1 determines the field strength of the shunt motors 3a, 3b, 3c according to the state of the manual transmission 10, for example, the position of the clutch plate, the shift fork head or the hub sleeve of the synchronizer as the predetermined element. It can be variably controlled. For example, detection signals from a clutch plate stroke sensor, a shift fork head position sensor, or a hub sleeve position sensor are input to the control means 1, and based on the detection signals, the control means 1 grasps the state of the manual transmission. The first to third actuators 2a, 2b, 2c and the first to third shunt motors 3a, 3b, 3c can be controlled.

  The first actuator 2a is for clutch, and moves the clutch plate to press against the flywheel to which power from the engine is transmitted.

  The second actuator 2b is for selection, and rotates the shift and select shaft to engage with a shift head of one fork shaft among several fork shafts.

  The third actuator 2c is for shifting, and moves the fork shaft integrally provided with the sleeve in the axial direction of the shift-and-select shaft, and the sleeve and the gear piece by the synchro mechanism disposed between the sleeve and the gear piece. Are synchronously rotated by friction engagement, and finally, the sleeve and the gear piece are spline-engaged to rotate integrally.

  With respect to the first actuator 2a, the control means 1 is configured to engage the clutch mechanism corresponding to a period during which the load to be output by the first actuator 2a is relatively small when operating the clutch mechanism, Later, during the period when the motor speed is increasing, the field current is relatively reduced and the field strength is controlled to be relatively weak to increase the rotation speed of the motor. Increase the moving speed to improve responsiveness. On the other hand, when operating the clutch mechanism, a period during which the clutch mechanism corresponding to a period during which the load to be output by the first actuator 2a is relatively large, or a period during which the clutch mechanism is engaged during the preparation stage of the disconnection operation Increases the thrust of the first actuator 2a by relatively increasing the magnitude of the field current and controlling the field strength to be relatively strong.

  With respect to the second actuator 2b, the control means 1 performs a free running period in the select direction that is the rotational direction of the shift fork head, that is, a period during which the shift and select shaft is not engaged with the shift head on the fork shaft, The magnitude of the magnetic current is made relatively small and the field strength is controlled to be relatively weak to increase the rotational speed, thereby increasing the moving speed of the fork shaft and improving the responsiveness. On the other hand, during the engaged period, the magnitude of the field current is relatively increased and the field is controlled to be relatively strong to increase the thrust of the second actuator 2b, thereby ensuring more reliable engagement. In addition, the member to be engaged reduces the influence of interference with other members.

  With respect to the third actuator 2c, the control means 1 performs the idle operation in the shift direction of the fork shaft, that is, the sleeve formed integrally with the fork shaft frictionally engages with the gear piece by the action of the synchro mechanism, and operates synchronously. During the period before starting (boke point), that is, when the sleeve is operated from the boke point to another boke point, the field current is controlled to be relatively small so that the field strength is relatively weak. Thus, the rotational speed is increased to increase the moving speed of the fork shaft, thereby improving the responsiveness. On the other hand, during the synchronous operation after the balk point and after the synchronous operation, the magnitude of the field current is relatively increased to control the field to be relatively strong to increase the thrust of the third actuator 2c, Engagement can be made more reliable, and the next gear piece disengagement operation can be prepared.

  Next, a shunt motor and its circuit applied to the system described above will be described.

  FIG. 2 is a circuit diagram of a shunt motor that drives the automatic transmission actuator according to the first embodiment of the present invention. 3A is a cross-sectional view of the shunt motor of FIG. 2, and FIGS. 3B and 3C are explanatory diagrams of the rotation principle of the shunt motor. FIG. 4 is a characteristic diagram of the shunt motor of FIG. FIG. 5 is a circuit diagram of a permanent magnet field type DC motor for driving an automatic shifting actuator according to a comparative example.

  2 and 3A to 3C, the shunt motor 3 includes an armature (armature winding, rotor, rotor) 31 on the inner side and a stator (stator, field winding) on the outer side. The armature current is rectified by a commutator (not shown) provided on the armature 31 and a brush 33 that is in sliding contact with the commutator. The strength of the field generated by the stator 32 is variably adjusted by controlling the field current. As shown in FIGS. 3B and 3C, the direction of rotation may be changed by reversing the direction of the armature current Ia.

  Referring to FIG. 2, the ECU section (control means) 1 is for switching the rotation direction of the one-division motor 3 and one first-type switching element (large-capacity FET) SW0 that controls the rotation speed of the division motor 3. In addition, a plurality of second-type switching elements (low-capacitance FETs) SW1 to SW4 for field control are provided.

  The four second-type switching elements SW1 to SW4 constitute an H-bridge circuit and are connected to the shunt motor 3, and one first-type switching element SW0 is between the H-bridge circuit and the shunt motor 3. And it is connected between the power supply V and the plus side of the shunt motor 3.

  The minus side of the shunt motor 3 is connected to the ground GND. By changing the W / H between the ECU unit (control means) 1 and the motor from two to one, the W / H weight and cost are reduced.

  A large-capacity FET is used only for one first-type switching element SW0 through which an armature current Ia of several tens of A flows. Low-capacitance FETs are used for the second type switching elements (low-capacitance FETs) SW1 to SW4 through which only a field current of several A flows, and the first-type switching elements are connected to the shunt motor 3. A narrower W / H for the field circuit is sufficient as compared with the W / H for the motor connecting the SW0 and the shunt motor 3.

  The field current If flows in the direction of SW1-divided motor 3-SW4 during forward rotation of the divided motor 3, and flows in the direction of SW2-divided motor 3-SW3 during reverse rotation.

  The field current If is controlled by the ECU unit (control means) 1 performing duty control of the voltage with the first type switching element SW0 according to the state of the manual transmission.

  Referring to FIG. 4, when the shunt motor is used as in the first embodiment of the present invention, when the field current is increased to 100% and the field is strengthened, a high torque (low rotation) characteristic is obtained. It can be seen that when the field current is reduced to 50% and the field is weakened, high rotation (low torque) characteristics can be obtained. Therefore, according to the first embodiment of the present invention, when a high torque is not necessary, for example, during the idle running period of the clutch, the idle running period at the time of selection of the shift fork head, or the idle running period at the time of shifting, the field winding is weakened. By making the torque characteristic of low torque and high rotation, the responsiveness of the motor can be improved, the idle running time of the manual transmission can be shortened, and the feeling of shifting can be improved.

  FIG. 5 is a circuit diagram of a permanent magnet field type DC motor for driving an automatic shifting actuator according to a comparative example.

  Referring to FIG. 5, when a permanent magnet field type DC motor 40 is used as in the comparative example, four FET H-bridge circuits composed of SW1 to SW4 are used for switching the rotation direction. Since the armature current Ia flowing to the DC motor 40 flows through (SW1 to SW4) as it is, all four FETs are required to have a large capacity. Therefore, the location where a thick wire harness is required also increases. In addition, since the field is generated by the permanent magnet, the motor characteristics cannot be changed according to the state of the manual transmission.

  FIG. 6 is a circuit diagram of a shunt motor that drives the automatic transmission actuator according to the second embodiment of the present invention.

  In this embodiment, only differences from the first embodiment will be described, and the description of the first embodiment will be referred to for the same points.

  Referring to FIG. 6, in the shunt motor circuit for driving the automatic speed change actuator according to the second embodiment of the present invention, the minus side of the shunt motor 3 is connected to the minus side of the power source V.

  The present invention is applied to an automatic transmission actuator for a manual transmission, and in particular to an automatic transmission actuator for a manual transmission driven by a motor.

1 is a system diagram of a manual transmission to which an automatic transmission actuator that automatically operates a manual transmission of a vehicle according to a first embodiment of the present invention is applied. 1 is a circuit diagram of a winding motor that drives an automatic transmission actuator according to Embodiment 1 of the present invention; FIG. (A) is sectional drawing of the shunt motor of FIG. 2, (B) and (C) are explanatory drawings of the rotation principle of a shunt motor. FIG. 3 is a characteristic diagram of the winding motor in FIG. 2. It is a circuit diagram of the permanent magnet field type DC motor which drives the actuator for automatic transmission concerning the comparative example. It is a circuit diagram of the shunt motor which drives the actuator for automatic transmission which concerns on Example 2 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control means, ECU part 2a 1st actuator 2b 2nd actuator 2c 3rd actuator 3 Dividing motor 3a 1st dividing motor (electromagnet field type motor)
3b Second shunt motor (electromagnet field motor)
3c Third shunt motor (electromagnet field motor)
DESCRIPTION OF SYMBOLS 10 Manual transmission 11 Clutch mechanism 12 Transmission mechanism 31 Armature (armature winding, rotor, rotor)
32 Stator (stator, field winding)
33 Brush 40 Permanent magnet field type DC motor SW0 First type switching element (large capacity FET)
SW1 to SW4 2nd type switching element (low capacitance FET)
GND Ground V Power supply W / H Wire harness Ia Armature current If Field current

Claims (5)

An automatic shifting actuator that automatically operates a manual transmission of a vehicle,
An electromagnet field motor for driving the actuator, and a control means for variably controlling the field strength of the electromagnet field motor according to the state of the manual transmission. Automatic shifting actuator. The manual transmission includes a clutch mechanism and a transmission mechanism,
The actuator includes a clutch mechanism actuator that automatically operates the clutch mechanism, and a transmission mechanism actuator that automatically operates the transmission mechanism.
2. The manual transmission according to claim 1, wherein the control unit controls the magnetic field relatively weakly in a predetermined operation period of the clutch mechanism and / or the speed change mechanism as compared with other periods. Automatic shifting actuator.   2. The automatic transmission actuator for a manual transmission according to claim 1, wherein the electromagnet field motor is a shunt motor.   The automatic transmission actuator for a manual transmission according to claim 2, wherein the predetermined operation period is a period during which the clutch mechanism actuator engages the clutch mechanism. The speed change mechanism has a sleeve for changing the speed ratio,
3. The automatic transmission of a manual transmission according to claim 2, wherein the predetermined operation period is a period during which the actuator for the transmission mechanism operates the sleeve from a boke point to another boke point in the transmission mechanism. Actuator.

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