JP2009036354A - Control method for hybrid vehicle power transmission system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method for attaining normal operating property to a maximum by transmitting the power of an engine via another clutch even when one of first and second clutches connected to first and second intermediate shafts, respectively, and a plurality of transmission clutches is put in incapable engagement. <P>SOLUTION: When the first clutch 16 is put in incapable engagement, the second clutch 17 engages in a forward (or reverse) travelling direction, a fixed clutch 31 is released, and a third clutch 23 is shifted to the side of a first shift gear stage 19. In the state that an output shaft 18 and a connection gear train 30 are stopped, the idling force of the engine 1 is transmitted through the second intermediate shaft 15 and a differential device 25 to a generating motor 29. With an increase in the generating load of the generating motor 29 while increasing the output of the engine 1, the reaction of generating torque is output to the output shaft 18 via the differential device 25, the connection gear train 30, the first intermediate shaft 14 and the first shift gear stage 19 to start the engine. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle including an internal combustion engine and an electric motor, and more particularly to a method for controlling a power transmission system for a hybrid vehicle including a stepped gear transmission that performs a speed change operation by the electric motor.

  Conventionally known pneumatic vehicle drive systems include a system in which an output of an internal combustion engine such as a diesel engine is input to a transmission with a torque converter, and the output of the transmission is transmitted to wheels via a drive shaft ( Non-patent document 1). In this transmission, the gear stage is switched by a wet multi-plate clutch, and the driving force of the engine is transferred from the gear to the gear while sliding the clutch to absorb the change in the rotational speed at the time of shifting. In this method, since a friction clutch is used, heat is generated due to a change in the number of revolutions at the time of shifting, and there is a loss due to rotation of the clutch plate even when the clutch is released.

In order to solve this problem, a bridge-type transmission with two intermediate shafts is used, and a shift operation is performed by applying opposite torques from the motor to both intermediate shafts, as well as a hybrid such as acceleration assist and regenerative braking. An active shift transmission having a control function has been developed (see Patent Documents 1 and 2). This transmission is composed only of a meshing clutch instead of a friction clutch. Since the change in the rotational speed and the transfer of driving force during the shifting are performed by controlling the electric motor, it is possible to perform a high-efficiency shifting without frictional heat generation. it can.
Engine technology, May2000, pp28-29 JP 2005-76875 A WO01 / 66971

  The active shift transmission is a transmission provided with two intermediate shafts, a differential gear for connecting them and a generator motor in the transmission, and has a frictional member and a structure with little aging and deterioration, A clutch actuator for engaging / disengaging the meshing clutch is provided. Since the clutch actuator includes a movable part, the possibility of failure remains. Rail vehicles are required to have high reliability as a transportation system, and it has to be avoided that the vehicle becomes unable to run due to a failure at one location. Conventionally, high-reliability parts that do not easily fail are used. However, such highly reliable parts are expensive and incur high costs.

  Therefore, in a power transmission system for a hybrid vehicle including a stepped gear transmission that performs a speed change operation by an engine output and an electric motor, even when one clutch actuator fails, avoid the failed clutch and There is a problem to be solved in terms of establishing a travelable mode in which engine driving force is transmitted to wheels via a normal clutch.

  The object of the present invention is to prepare a mode capable of running using another clutch even if one clutch actuator fails, so that it is inexpensive and reliable without using expensive and highly reliable parts. It is to provide a high system.

In order to solve the above problems and achieve the object, a control method for a vehicle power transmission system according to the present invention comprises an engine, a transmission for inputting the output of the engine, and wheels driven by an output shaft of the transmission. In the vehicle power transmission system, the first intermediate shaft and the second intermediate shaft provided in parallel with the input shaft of the transmission, the input shaft and the intermediate shaft are provided between the input shaft and the intermediate shaft. A forward gear train for transmitting rotation and a reverse gear train, a first clutch for selectively transmitting rotation of the forward gear train or the reverse gear train to the first intermediate shaft, the forward gear train or the A plurality of sets of shifts provided in mesh between the second clutch for selectively transmitting the rotation of the reverse gear train to the second intermediate shaft, the first intermediate shaft, or the second intermediate shaft and the output shaft. Gear stage, the first intermediate shaft or front A plurality of speed change clutches for selectively transmitting the rotation of the second intermediate shaft to the plurality of sets of transmission gear stages, connected to the first intermediate shaft and the second intermediate shaft, A differential device having a rotating portion that rotates at a rotation speed corresponding to the difference; and a generator motor that is connected to the rotating portion of the differential device, the first clutch, the second clutch, and the plurality of speed changes. When any one of the clutches is not engaged, the output of the engine is transmitted to the output shaft through two normal clutches and the differential.

  This transmission includes two intermediate shafts, and can transmit torque from the engine from one intermediate shaft to the other intermediate shaft using the reaction force of the generator motor. Taking advantage of this feature, when the clutch provided on one of the intermediate shafts becomes incapable of engagement, the engine output torque is transmitted from the differential to the other intermediate shaft, and further on the other intermediate shaft. By transmitting to the transmission gear via the normal clutch, it is possible to avoid the broken clutch and transmit the engine driving force.

  According to the method of the present invention, even if one clutch actuator breaks down, it becomes possible to travel using another clutch, and the cost of the vehicle is reduced without impairing the reliability as a transportation means of avoiding suspension. It can be very useful in industry.

  Embodiments of a power transmission system for a hybrid vehicle and a control method thereof according to the present invention will be described below with reference to the accompanying drawings.

  A first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a skeleton diagram schematically showing the configuration of an active shift transmission having two intermediate shafts. The output shaft of the engine 1 is connected to the input shaft 3 of the transmission 2. A forward gear train 4 and a reverse gear train 5 are arranged in parallel on the input shaft 3, and both the gear trains 4 and 5 are always driven when the input shaft 3 is rotationally driven. The forward gear train 4 includes an input gear 6 fixed to the input shaft 3, and a first gear 7 and a second gear 8 that mesh with the input gear 6. The reverse gear train 5 includes an input gear 9 fixed to the input shaft 3, reverse gears 10 and 11 having the same specifications meshed with the input gear 9, and third and fourth gears 12 and 4 meshed with the reverse gears 10 and 11, respectively. A gear 13 is provided.

  A first intermediate shaft 14 and a second intermediate shaft 15 are arranged in parallel with the input shaft 3. The first gear 7 and the third gear 12 are fitted to the first intermediate shaft 14 so as to be capable of relative rotation, and the second gear 8 and the fourth gear 13 are fitted to the second intermediate shaft 15 so as to be capable of relative rotation. is doing. A first clutch 16 and a second clutch 17 that are selectively engageable between the forward gear train 4 and the reverse gear train 5 are respectively connected to the first intermediate shaft 14 and the second intermediate shaft 15. Is arranged. The first clutch 16 and the second clutch 17 are engaged by the teeth of the sleeve that shifts in the axial direction on the splines provided on the respective shafts meshing with the teeth provided on the first to fourth gears. To open / close. Therefore, the first intermediate shaft 14 is given forward rotation or reverse rotation from the gear (7 or 12) on the side engaged by the selective shift of the first clutch 16, and the second intermediate shaft 15 is given the second clutch. Forward or reverse rotation is provided from the gear (8 or 13) on the engaged side by 17 selective shifts.

  An output shaft 18 is disposed in parallel with the first intermediate shaft 14 and the second intermediate shaft 15. A first transmission gear stage 19 and a third transmission gear stage 21 are arranged between the first intermediate shaft 14 and the output shaft 18, and a second transmission gear is provided between the second intermediate shaft 15 and the output shaft 18. A gear stage 20 and a fourth transmission gear stage 22 are arranged. In each of the transmission gear stages 19 to 22, different gear diameters (the number of teeth) are determined in order to generate a rotational output on the output shaft 18 at a predetermined transmission gear ratio. In each of the transmission gear stages 19 to 22, the gears disposed on the intermediate shafts 14 and 15 are rotatable relative to the intermediate shafts 14 and 15, but the gears disposed on the output shaft 18 are output. The shaft 18 is fixedly fitted.

  In the first intermediate shaft 14, a third clutch 23 that can be selectively engaged is disposed between the first transmission gear stage 19 and the third transmission gear stage 21. In the second intermediate shaft 15, a fourth clutch 24 that can be selectively engaged is disposed between the second transmission gear stage 20 and the fourth transmission gear stage 22.

  With the above transmission gear stage configuration, when the third clutch 23 is shifted to the first transmission gear stage 19 side while the first clutch 16 is shifted to the forward gear stage 4 side, the rotation of the input shaft 3 is the first. When the third clutch 23 is shifted to the third transmission gear stage 21 side, the rotation of the input shaft 3 is performed when the first clutch is output to the output shaft 18 through the first intermediate shaft 14 and the first transmission gear stage 19. The output is output to the output shaft 18 through the first intermediate shaft 14 and the third transmission gear stage 21 at the third forward speed. At this time, the second clutch 17 is placed in the neutral position. When the fourth clutch 24 is shifted to the second transmission gear stage 20 side with the second clutch 17 shifted to the forward gear train 8 side, the rotation of the input shaft 3 causes the second intermediate shaft 15 and the second intermediate shaft 15 to rotate. When the fourth clutch 24 is shifted to the fourth transmission gear stage 22 side, it is output to the output shaft 18 via the transmission gear stage 20 at the forward second gear stage, and the rotation of the input shaft 3 is caused by the second intermediate shaft 15 and the second intermediate shaft 15. The output is output to the output shaft 18 through the fourth shift gear stage 22 at the fourth forward shift speed. At this time, the first clutch 16 is placed in the neutral position.

  When the first clutch 16 or the second clutch 17 is engaged on the reverse side, it is output at each shift stage in the reverse direction.

  A differential device 25 is disposed at the end of the second intermediate shaft 15, and a take-out shaft 28 of a take-out gear 27 that meshes with the ring gear 26 of the differential device 25 is connected to a generator motor 29. A connection gear train 30 is disposed between the first intermediate shaft 14 and the differential device 25, and the ring gear 26 of the differential device 25 has a difference in rotational speed between the first intermediate shaft 14 and the second intermediate shaft 15. The connection gear train is configured to rotate at half the rotational speed of the motor, and one of the intermediate gears of the connection gear train 30 is provided with a fixed clutch 31 between the case of the transmission 2. The rotation of the connection gear train 30 is stopped by engaging the fixed clutch 31. In this embodiment, the ring gear 26 constitutes a rotating portion that rotates at a rotational speed (a rotational speed that is half the rotational speed difference) corresponding to the rotational speed difference between the intermediate shafts 14 and 15.

  In the transmission of FIG. 1, there is a possibility of failure in the movable parts of the respective clutches. These clutch movable parts shift by being given thrust by a link mechanism from an external clutch actuator (not shown), but the relief control method when the clutch movable part becomes inoperable including the failure of the actuator is as follows. explain.

First, the case where the first clutch 16 becomes inoperable and the first clutch 16 cannot be moved from the neutral position will be described. There are two ways to start from a stationary state.
An embodiment of the method of starting the motor is shown in FIG. When the second clutch 17 is in the neutral position, the fixed clutch 31 is engaged, and the fourth clutch 24 is shifted to the second transmission gear stage 20 side, when the generator motor 29 is energized as the motor, the electric torque is changed to the ring gear. 26, the connecting gear train 30 is fixed, so that the rotational force is transmitted from the differential device 25 to the second intermediate shaft 15 and the output shaft 18 via the second transmission gear stage 20. The driving force appears and starts. When the vehicle speed increases and the rotation speed of the second intermediate shaft 15 becomes equal to or higher than the engine idle rotation speed, the second clutch 17 can be engaged in either the forward or reverse direction in accordance with the traveling direction. If the torque of the electric motor 29 is set to 0 and the fixed clutch 31 is released, the operation shifts to the second speed engine running as shown in FIG.

  FIG. 4 shows a method for starting with engine power. When the second clutch 17 is engaged in either the forward or reverse direction, the fixed clutch 31 is released, and the third clutch 23 is shifted to the first transmission gear stage 19 side, the output shaft 18 stops. Therefore, the connection gear train 30 is also stopped, and the idle rotational force of the engine 1 is transmitted to the generator motor 29 via the second intermediate shaft 15 and the differential device 25. When the power generation load of the generator motor 29 is increased while increasing the output of the engine 1, the reaction force of the power generation torque is transmitted to the connection gear train 30 via the differential device 25, and further, the first intermediate shaft 14 and the first transmission gear. It is output to the output shaft 18 via the stage 19 and starts. When the vehicle speed rises and the rotation speed of the first intermediate shaft 14 becomes equal to the rotation speed of the second intermediate shaft 15, the rotation speed of the generator motor 29 becomes 0, and only the reaction force of the engine torque is received without generating power. It becomes a state. When the rotation of the generator motor 29 is reversed, the generator motor 29 is energized as a motor and the vehicle speed further increases.

  When the rotational speed of the electric motor is adjusted when the vehicle speed to be changed from 1 to 2 is reached and the rotational speed of the second intermediate shaft 15 is adjusted to the second speed rotational speed, the fourth clutch 24 is moved to the second transmission gear as shown in FIG. Shift to stage 20 side. If the torque of the generator motor 29 is set to 0 and the third clutch 23 is released, the engine shifts to the second speed engine running as in FIG.

  FIG. 6 shows a state where gears are prepared for shifting to the third speed when traveling in the second speed. The third clutch 23 is operated to shift to the third transmission gear stage 21 side when the second speed engine is running. This can be easily shifted by performing synchronous control in which the rotational speed of the third clutch 23 is matched with the rotational speed of the third transmission gear stage 21 by the generator motor 29.

  FIG. 7 shows a state in which the power generation torque is increased when the preparation of FIG. 6 is completed and the upshift from the second speed to the third speed is being performed. In this state, since the rotation speed of the first intermediate shaft 14 is lower than the rotation speed of the second intermediate shaft 15, a part of the engine output is generated by rotating the generator motor 29 via the differential device 25. The reaction force of the power generation torque is transmitted to the connection gear train 30 via the differential device 25 and further output to the output shaft 18 via the first intermediate shaft 14 and the third transmission gear stage 21. Accordingly, the torque transmitted from the engine 1 to the second transmission gear stage 20 is reduced.

  When the power generation torque is further increased and all of the engine torque is transmitted to the differential device 25, the torque transmitted to the second transmission gear stage 20 becomes 0 as shown in FIG. 8, and the fourth clutch 24 is released. Can do. In this state, all of the engine torque is transmitted through the differential device 25, but the rotational speed of the first intermediate shaft 14 is lower than the rotational speed of the second intermediate shaft 15, so that the engine output is transmitted to the vehicle via the third transmission gear stage 21. And the generator motor 29 is driven to generate electric power. This indicates the third speed traveling state. When the rotational speed of the generator motor 29 is reduced to 0 from the state of FIG. 8, the power generation output becomes 0, and all the output of the engine 1 is output from the third transmission gear stage 21 to the output shaft 18 via the differential device 25. It enters a high-speed driving state. However, since the first clutch 16 cannot be engaged, the engine torque cannot be transmitted directly to the third transmission gear stage 21. The generator motor 29 is responsible only for the reaction force of the total engine torque, but since it is not rotating, in principle it maintains a state of zero power.

  FIG. 9 shows an intermediate stage of the upshift from the third speed to the fourth speed. When the rotation of the generator motor 29 is increased in the opposite direction from the state of FIG. 8, the generator motor 29 operates as a motor, and the sum of the engine output and the motor output drives the vehicle via the third transmission gear stage 21. .

  When the vehicle speed increases and reaches the vehicle speed to be shifted 3 → 4, the torque of the generator motor 29 is adjusted so that the rotation speed of the second intermediate shaft 15 matches the rotation speed of the fourth speed. It is possible to shift to the transmission gear stage 22 side. If the torque of the generator motor 29 is set to 0 and the third clutch 23 is released, the operation shifts to the 4-speed engine running of FIG.

  As described above, according to the method of the present embodiment, even when the first clutch 16 becomes disengaged, it is possible to run with almost normal running performance from the start to the fourth speed running.

The second embodiment of the present invention is a relief control method when the second clutch 17 becomes inoperable. It is assumed that the second clutch 17 cannot be moved from the neutral position. There are two ways to start from a stationary state.
FIG. 11 shows a mode of the motor starting method. When the first clutch 16 is in the neutral position, the fixed clutch 31 is released, the third clutch 23 is shifted to the first transmission gear stage 19 side, and the fourth clutch 24 is shifted to the fourth transmission gear stage 22 side. When the generator motor 29 is energized as an electric motor, the electric torque is transmitted from the ring gear 26 to the differential device 25 and divided into two, one being connected to the first intermediate shaft 14 via the connection gear train 30 and the other being the first. 2 Rotational force is transmitted to the intermediate shaft 15, and driving force appears on the output shaft 18 via the first transmission gear stage 19 and the fourth transmission gear stage 22 to start. If the vehicle speed increases and the rotational speed of the first intermediate shaft 14 becomes equal to or higher than the rotational speed when the engine is idle, the first clutch 16 can be engaged in either the forward or reverse direction in accordance with the traveling direction. If the torque of the generator motor 29 is set to 0 and the fourth clutch 24 is released, the vehicle shifts to the first speed engine running as shown in FIG.

  FIG. 13 shows an embodiment of a method for starting with engine power. When the first clutch 16 is engaged in either the forward or reverse direction in accordance with the traveling direction, the fixed clutch 31 is released, and the fourth clutch 24 is shifted to the second transmission gear stage 20 side, the output is Since the shaft 18 is stopped, the second intermediate shaft 15 is stopped, and the idle rotation of the engine 1 is transmitted from the first intermediate shaft 14 to the generator motor 29 via the connection gear train 30 and the differential device 25. ing. When the power generation load of the generator motor 29 is increased while increasing the output of the engine 1, the reaction force of the power generation torque is output via the differential unit 25 and the second intermediate shaft 15 and the second transmission gear stage 20 to the output shaft 18. It is output to and starts. When the vehicle speed rises and the rotation speed of the second intermediate shaft 15 becomes equal to the rotation speed of the first intermediate shaft 14, the rotation speed of the generator motor 29 becomes 0, and only the reaction force of the engine torque is received without generating power. It becomes a state. This state is the second speed traveling state. However, since the second clutch 17 cannot be engaged, the engine torque cannot be transmitted directly to the second transmission gear stage 20.

  When the rotation of the generator motor 29 is reversed, the generator motor 29 is energized as a motor and the vehicle speed further increases. When the speed of the electric motor is adjusted so that the speed of the second to third speed is reached and the rotational speed of the first intermediate shaft 14 is adjusted to the third speed, the third clutch 23 is moved to the third speed change gear as shown in FIG. Shift to the stage 21 side. If the torque of the generator motor 29 is set to 0 and the fourth clutch 24 is released, the operation shifts to the third speed engine running shown in FIG.

  FIG. 16 shows a state where gears are prepared for shifting to the fourth speed when traveling in the third speed. The fourth clutch 24 is operated to shift to the fourth gear stage 22 side when the third speed engine is running. This can be easily shifted by performing synchronous control in which the rotational speed of the fourth clutch 24 is matched with the rotational speed of the fourth transmission gear stage 22 by the generator motor 29.

  When the preparation shown in FIG. 16 is completed, the power generation torque is increased and the state during the upshift from the third speed to the fourth speed is shown in FIG. In this state, since the rotation speed of the second intermediate shaft 15 is lower than the rotation speed of the first intermediate shaft 14, a part of the engine output rotates the generator motor 29 via the differential device 25 to generate power. The reaction force of the power generation torque is output to the output shaft 18 via the differential device 25 via the second intermediate shaft 15 and the fourth transmission gear stage 22. Accordingly, the torque transmitted from the engine to the third transmission gear stage 21 is reduced.

  When the power generation torque is further increased and all of the engine torque is transmitted to the differential device 25, the torque transmitted to the third transmission gear stage 21 becomes 0 and the third clutch 23 is released as shown in FIG. Can do. In this state, although all of the engine torque is transmitted through the differential device 25, the rotational speed of the second intermediate shaft 15 is lower than the rotational speed of the first intermediate shaft 14, so the engine output is transmitted to the vehicle via the fourth transmission gear stage 22. And the generator is turned to generate electricity. When the rotational speed of the generator motor 29 is reduced to 0 from the state of FIG. 18, the power generation output becomes 0, and all the output of the engine 1 is output from the fourth transmission gear stage 22 to the output shaft 18 via the differential device 25. It enters a high-speed driving state. However, since the second clutch 17 cannot be engaged, the engine torque cannot be transmitted directly to the fourth transmission gear stage 22. The generator motor 29 is responsible only for the reaction force of the total engine torque, but since it is not rotating, in principle it maintains a state of zero power.

  According to the method of the present embodiment, even when the second clutch 17 becomes disengaged, it is possible to run up to almost the normal state up to the third speed, and the fourth speed can be run using the torque and rotation speed control of the generator motor 29. can do.

  The third embodiment of the present invention is a relief control method in the case where the third clutch 23 becomes unable to be engaged. In the third embodiment, it is assumed that the third clutch 23 cannot be moved from the neutral position. The starting from the stop state is performed by the method shown in FIG. 2, and the process up to the second speed traveling in FIG. However, since the third clutch does not operate, it is not possible to upshift to the third speed. Therefore, although the upshift to the fourth speed is performed, since the second speed stage and the fourth speed stage are switched by the same fourth clutch 24, it is necessary to interrupt and switch the driving force once.

  FIG. 19 shows that the fixed clutch 31 is engaged from the second speed running state of FIG. 3, the torque of the engine 1 is reduced, and the fourth clutch 24 and the second clutch 17 are returned to the neutral position. When the speed of the generator motor 29 is controlled in this state and the fourth clutch 24 is synchronized with the rotation speed of the fourth speed gear 22, the engagement can be achieved.

  Here, the reason why the engine 1 is disconnected by returning the second clutch 17 to the neutral position will be described. In the example of the prototype transmission, the gear ratio of the second gear stage 20 is set to 1.468, and the gear ratio of the fourth gear stage 22 is set to 0.661. When accelerating to the maximum value of 2100 rpm, the vehicle speed reaches about 40 km / h. Here, when the fourth clutch 24 is switched from the 2nd speed to the 4th speed, the rotation speed of the second intermediate shaft 15 decreases to 874 rpm, so that the engine 1 becomes lower than the idling speed when the engine 1 remains connected. To do. In order to avoid such an engine stall, it is necessary to open the second clutch 17.

  When the fourth clutch 24 is engaged with the fourth speed stage, the generator motor 29 is energized to perform the fourth speed motor running as shown in FIG. If the motor is accelerated to 55 km / h by driving the motor, the rotation speed of the second intermediate shaft 15 increases to 1200 rpm. Therefore, the engine 1 can be connected, and if the energization of the generator motor 29 is stopped, FIG. A 4-speed engine running state is set.

  According to the method of the present embodiment, even if the third clutch 23 becomes unable to be engaged, it is possible to travel from the second speed start to the fourth speed although there is a decrease in riding comfort due to the interruption of the driving force. Since the portion that cannot travel at the third speed can be supplemented by the four-speed motor traveling to shift to the four-speed engine traveling, the operation is not disabled.

  The fourth embodiment of the present invention is a relief control method when the fourth clutch 24 becomes incapable of engagement. In the fourth embodiment, it is assumed that the fourth clutch 24 cannot be moved from the neutral position. Starting from the stop state is performed by the method shown in FIG. 4. When the vehicle speed increases and the rotational speed of the generator motor 29 becomes 0, and the first clutch 16 is synchronized, either the forward or reverse direction is set according to the traveling direction. If the motor torque is set to 0 by engaging with, the first speed engine running state of FIG. 22 is obtained. At this time, the second clutch 17 is left engaged without being released in preparation for the next shift.

  In the case of the prototype transmission, when the vehicle speed increases and reaches 40 km / h, the engine speed reaches the upper limit of 2100 rpm, so it is necessary to upshift. The engine torque is set to 0, the third clutch 23 and the first clutch 16 are made neutral, the speed of the generator motor 29 is controlled, and the third clutch 23 is engaged with the third gear 21 in synchronization. When the power generation load of the generator motor 29 is increased while increasing the output of the engine 1, the reaction force of the power generation torque is changed from the connection gear train 30 to the first intermediate shaft 14 and the first through the differential device 25 as shown in FIG. It is output to the output shaft 18 through the three-speed gear stage 21 and accelerated. In the example of the prototype transmission, since the gear ratio of the third transmission gear stage 21 is 1.018, when the third clutch 23 is engaged with the third transmission gear stage 21 at 40 km / h, the rotation speed of the first intermediate shaft 14 is 703 rpm. If the engine speed is 1200 rpm, the difference in rotation causes the generator motor 29 to operate as a generator via the differential device 25. When the rotational speed of the generator motor 29 is set to 0 when the vehicle speed increases to 48 km / h, the forward / reverse direction of the first clutch 16 is in a synchronized state. If 0 is set to 0, it will be in the 3rd-speed engine driving state of FIG.

  According to the method of the present embodiment, even if the fourth clutch 24 becomes disengaged, although the ride comfort is reduced due to the interruption of the driving force, it is possible to upshift up to the third speed, so that it is possible to avoid the operation stop. .

  In each embodiment of the present invention, the case where a movable part such as an actuator of a clutch has failed has been described. However, the present invention is also applicable to a temporary malfunction that does not lead to a failure due to timing or the like. Is possible. For example, when the operation of the clutch is not confirmed within a predetermined short period of time, it is possible to automatically switch to the drive path that avoids the clutch immediately, and to perform an operation that is equivalent to a normal operation.

  Although this invention demonstrated the case where it applies to a rail vehicle, if it is a hybrid system using the same active shift transmission, it will not be limited to a rail vehicle, but when implementing to a motor vehicle, it may implement similarly. it can. The differential device 25 is also provided with an example in which a ring gear 26, that is, a gear in which teeth are engraved on the outer periphery of the carrier supporting the planetary gear, has been described. A structure in which a gear carrier and a ring gear as an outer ring are used as an input unit and a sun gear is used as an output unit and a rotating unit that rotates at a rotational speed corresponding to the difference in rotational speed between the two input units is also possible.

The skeleton figure which shows the structure of the active transmission used for control of this invention. The torque transmission path explanatory drawing which shows the 1st start method in 1st Example of this invention. The torque transmission path | route explanatory drawing which shows the 2-speed engine traveling method in 1st Example of this invention. The torque transmission path explanatory drawing which shows the 2nd start method in 1st Example of this invention. The torque transmission path | route explanatory drawing which shows the speed change process in 1st Example of this invention. The torque transmission path explanatory drawing which shows the gearshift preparation state from the 2nd speed to the 3rd speed in 1st execution example of this invention. The torque transmission path explanatory drawing which shows the speed-change process from the 2nd speed to the 3rd speed in 1st Example of this invention. The torque transmission path explanatory drawing which shows the speed-change process from the 2nd speed to the 3rd speed in 1st Example of this invention. The torque transmission path explanatory drawing which shows the speed-change process from the 3rd speed to the 4th speed in 1st Example of this invention. The torque transmission path | route explanatory drawing which shows the 4-speed engine traveling method in 1st Example of this invention. The torque transmission path explanatory drawing which shows the 1st start method in 2nd Example of this invention. The torque transmission path | route explanatory drawing which shows the 1-speed engine running method in 2nd Example of this invention. The torque transmission path explanatory drawing which shows the 2nd start method in 2nd Example of this invention. The torque transmission path explanatory drawing which shows the speed change process from the 2nd speed to the 3rd speed in 2nd execution example of this invention. The torque transmission path | route explanatory drawing which shows the 3-speed engine running method in 2nd Example of this invention. Torque transmission path explanatory drawing which shows the gearshift preparation state from the 3rd speed to the 4th speed in 2nd Example of this invention. The torque transmission path explanatory drawing which shows the speed-change process from the 3rd speed to the 4th speed in 2nd Example of this invention. The torque transmission path explanatory drawing which shows the speed-change process from the 3rd speed to the 4th speed in 2nd Example of this invention. Torque transmission path explanatory drawing which shows the gearshift preparation state from the 2nd speed to the 4th speed in 3rd Example of this invention. The torque transmission path explanatory drawing which shows the speed change process from the 2nd speed to the 4th speed in 3rd execution example of this invention. The torque transmission path explanatory drawing which shows the 4-speed engine running method in 3rd Example of this invention. The torque transmission path | route explanatory drawing which shows the 1st-speed engine running method in 4th Example of this invention. The torque transmission path explanatory drawing which shows the speed-change process from the 1st speed to the 3rd speed in 4th Example of this invention. The torque transmission path | route explanatory drawing which shows the 3rd-speed engine running method in 4th Example of this invention.

Explanation of symbols

1: engine, 2: transmission, 3: input shaft, 4: forward gear train, 5: reverse gear train, 14: first intermediate shaft, 15: second intermediate shaft, 16: first clutch, 17: Second clutch, 18: output shaft, 19-22: transmission gear stage, 23-24: clutch for transmission, 25: differential gear, 26: ring gear, 29: generator motor

Claims (5)

In a vehicle power transmission system including an engine, a transmission for inputting the output of the engine, and wheels driven by an output shaft of the transmission,
A first intermediate shaft and a second intermediate shaft provided in parallel with the input shaft of the transmission;
A forward gear train and a reverse gear train provided between the input shaft and the intermediate shafts to transmit the rotation of the input shaft;
A first clutch for selectively transmitting rotation of the forward gear train or the reverse gear train to the first intermediate shaft;
A second clutch for selectively transmitting the rotation of the forward gear train or the reverse gear train to the second intermediate shaft;
A plurality of speed change gear stages provided between the first intermediate shaft or the second intermediate shaft and the output shaft;
A plurality of shift clutches that selectively transmit rotation of the first intermediate shaft or the second intermediate shaft to the plurality of sets of transmission gear stages;
A differential device including a rotating unit connected to the first intermediate shaft and the second intermediate shaft and rotating at a rotational speed corresponding to a difference in rotational speed between the two intermediate shafts, and the rotation of the differential device With a generator motor connected to the section,
When any one of the first clutch, the second clutch, and the plurality of shift clutches is not engaged, the output of the engine is transmitted to the output shaft through two normal clutches and the differential. A method for controlling a vehicle power transmission system, characterized by comprising: The vehicle power transmission system control method according to claim 1,
When the engagement of the first clutch becomes impossible, the output of the engine is transmitted to the second intermediate shaft by engaging the second clutch, and is transmitted to the first intermediate shaft by the differential device. And transmitting the torque reaction force of the generator motor to the output shaft through one of a plurality of sets of the transmission gear stages provided on the first intermediate shaft. Method. The vehicle power transmission system control method according to claim 1,
When the second clutch is not engaged, the first clutch is engaged to transmit the engine output to the first intermediate shaft and to the second intermediate shaft by the differential. And transmitting the torque reaction force of the generator motor to the output shaft through one of a plurality of sets of the transmission gear stages provided on the second intermediate shaft. Method. The vehicle power transmission system control method according to claim 1,
When one of the shift clutches becomes incapable of engagement, the first clutch or the second clutch installed on the intermediate shaft on which the shift clutch that cannot be engaged is installed is engaged. The engine output is transmitted, and the torque reaction force of the generator motor is transmitted by the differential device to one of a plurality of the transmission gear stages provided on the intermediate shaft on which the engine output is not transmitted. A method for controlling a vehicle power transmission system, comprising: In the control method of the power transmission system for vehicles according to claim 4,
The first clutch or the second clutch provided on the intermediate shaft to which the output of the engine is not transmitted is engaged, and the output of the engine is transmitted to the intermediate shafts. A method for controlling a power transmission system for a vehicle.

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