JP2013079686A - Vehicle transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle transmission device, in which wear progress of a synchronizing mechanism provided in a transmission can be suppressed.SOLUTION: In the vehicle transmission device, the transmission 10, where the synchronizing mechanism 27 for synchronizing a shaft with gears by using a frictional force in gear change is provided for each gear shift stage, is disposed in a power transmission path between an internal combustion engine 2 and a driving wheel 4 to switch the gear shift stages of the transmission 10 based on a travel state of a vehicle 1 and a shift chart, it is determined whether each of the synchronizing mechanisms 27 of the transmission 10 is worn, and if determined that any of the synchronizing mechanisms 27 is worn, the shift chart is changed so as to reduce a frequency of switching to a gear shift stage whose synchronizing mechanism 27 is determined to be worn.

Description

  The present invention relates to a transmission for a vehicle including a transmission provided with a synchronization mechanism.

  2. Description of the Related Art A transmission that is mounted on a vehicle and disposed in a power transmission path between a driving power source and driving wheels and configured to be able to switch a plurality of shift stages having different gear ratios is known. Also, in such a transmission, there is known a transmission that includes a synchronization mechanism that synchronizes the gear of the changed gear and the shaft provided with the gear by using frictional force when the gear is changed. Yes. Applied to a transmission equipped with this synchro mechanism, when the shift stroke for switching the gear position during the sync operation of the gear and the shaft reaches a predetermined value, the rotational speed of the shaft does not exceed the predetermined value. In this case, a wear detection device for a synchro mechanism that determines that the synchro mechanism is worn is known (see Patent Document 1). In addition, Patent Documents 2 and 3 exist as prior art documents related to the present invention.

Japanese Patent Laid-Open No. 10-111218 JP 2004-125114 A JP 2010-208518 A

  The apparatus of Patent Document 1 can diagnose whether or not the synchro mechanism is worn, but does not disclose or suggest how to deal with the synchro mechanism diagnosed as worn. Therefore, even after diagnosis, there is a possibility that the synchro mechanism is frequently switched to a gear stage that is worn while the vehicle is running, and wear further proceeds.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle transmission that can suppress the progress of wear of a synchro mechanism provided in a transmission.

  The vehicle transmission of the present invention is applied to a vehicle equipped with an internal combustion engine as a driving power source, and is disposed in a power transmission path between the internal combustion engine and the drive wheels of the vehicle, and has a gear ratio of each other. A synchro mechanism that is configured to be able to switch between a plurality of different gear speeds and that synchronizes the gear of the gear speed after switching and the shaft provided with the gear by using frictional force at each gear speed stage. And a shift diagram in which a shift line is defined for each shift stage switching pattern defined by a speed of the vehicle and an accelerator opening degree of the vehicle, and a traveling state of the vehicle And a control means for controlling switching of the shift stage of the transmission based on the shift diagram, and a wear diagnosis means for diagnosing whether or not each synchro mechanism of the transmission is worn And at least the wear diagnostic means When it is diagnosed that any one of the synchro mechanisms is worn, the frequency at which the synchro mechanism is diagnosed as being worn is diagnosed as not being worn. Shift diagram changing means for changing the shift diagram so as to be less than that (Claim 1).

  According to the transmission of the present invention, when it is diagnosed by the wear diagnosis means that the synchro mechanism is worn, the shift diagram is changed and the frequency of switching to the gear stage in which the synchro mechanism is provided is low. Become. Therefore, the progress of wear of the synchro mechanism can be suppressed.

  In one form of the transmission according to the present invention, the vehicle is provided with a motor / generator capable of inputting / outputting power to / from the drive wheels, and the shift diagram changing means changes the shift diagram. When the power transmitted from the internal combustion engine to the drive wheel changes in a traveling state where the speed of the vehicle and the accelerator opening of the vehicle are the same, the motor is compensated for the change in the power. MG control means for controlling the operation of the generator may be further provided (claim 2). According to this aspect, even when the power transmitted from the internal combustion engine to the drive wheels changes due to the change in the shift diagram, the change in the power is compensated by the motor / generator. Therefore, the vehicle can be driven with almost no discomfort to the driver even if the shift diagram is changed.

  In the concept of “compensation” of the present invention, the change in power transmitted from the internal combustion engine to the drive wheels is completely canceled by the motor / generator, and the change in power is partially compensated by the motor / generator. Both are included.

  As described above, according to the transmission of the present invention, when it is diagnosed that the synchro mechanism is worn, the frequency of switching to the gear position in which the synchro mechanism is provided is reduced. Therefore, the progress of wear of the synchro mechanism can be suppressed.

The figure which shows typically the vehicle incorporating the transmission which concerns on one form of this invention. The figure which expands and shows the cross section of the circumference | surroundings of a synchro mechanism. The figure which shows the cross section of the circumference | surroundings of the synchro mechanism in the middle of shifting. The figure which shows the cross section of the circumference | surroundings of the synchro mechanism after completion of gear shifting. The figure which shows an example of the shift map which a control apparatus uses for control of a transmission. The flowchart which shows the wear diagnostic routine which a control apparatus performs. The flowchart which shows the shift map change routine which a control apparatus performs. The figure which shows the shift map at the time of wear used when it is diagnosed that the 3rd-speed synchro mechanism is worn. The figure which shows the other example of the time-of-wearing shift map used when it is diagnosed that the 3rd-speed synchro mechanism is worn out.

  FIG. 1 schematically shows a vehicle incorporating a transmission according to an embodiment of the present invention. The vehicle 1 is equipped with an internal combustion engine 2 as a driving power source. The vehicle 1 is equipped with a motor / generator (hereinafter abbreviated as MG) 3. The MG 3 is a well-known one that functions as an electric motor and a generator, and includes a rotor 3b that rotates integrally with the rotor shaft 3a, and a stator 3c that is coaxially disposed on the outer periphery of the rotor 3b and fixed to a case (not shown). ing.

  As shown in the figure, the vehicle 1 includes a transmission 10. The transmission 10 is provided in a power transmission path between the internal combustion engine 2 and the drive wheels 4. The transmission 10 includes an input shaft 11, an output shaft 12, and first-to-fifth transmission gear pairs G1 to G5 that are always meshed and are provided between the input shaft 11 and the output shaft 12. The first transmission gear pair G1 is composed of a first drive gear 13 and a first driven gear 14 that mesh with each other, and the second transmission gear pair G2 is composed of a second drive gear 15 and a second driven gear 16 that mesh with each other. Yes. The third transmission gear pair G3 is composed of a third drive gear 17 and a third driven gear 18 that mesh with each other, and the fourth transmission gear pair G4 is composed of a fourth drive gear 19 and a fourth driven gear 20 that mesh with each other. Yes. The fifth transmission gear pair G5 includes a fifth drive gear 21 and a fifth driven gear 22 that mesh with each other. Different gear ratios are set for the respective transmission gear pairs G1 to G5. The gear ratio is set so as to decrease in the order of the first transmission gear pair G1, the second transmission gear pair G2, the third transmission gear pair G3, the fourth transmission gear pair G4, and the fifth transmission gear pair G5. Therefore, the first transmission gear pair G1 corresponds to the first speed, and the second transmission gear pair corresponds to the second speed. The third transmission gear pair G3 corresponds to the third speed, and the fourth transmission gear pair G4 corresponds to the fourth speed. The fifth transmission gear pair G5 corresponds to the fifth speed.

  The first to fifth drive gears 13, 15, 17, 19, and 21 are provided on the input shaft 11 so as to be rotatable relative to the input shaft 11. As shown in this figure, these gears are arranged in the axial direction in the order of the first drive gear 13, the second drive gear 15, the third drive gear 17, the fourth drive gear 19, and the fifth drive gear 21. Has been placed. The first to fifth driven gears 14, 16, 18, 20, and 22 are fixed to the output shaft 12 so as to rotate integrally with the output shaft 12.

  The transmission 10 is provided with a speed change mechanism 23 for selectively connecting the input shaft 11 and any one of the first to fifth drive gears 13, 15, 17, 19, and 21. Yes. The gear position switching mechanism 23 includes a first sleeve 24, a second sleeve 25, and a third sleeve 26. The first to third sleeves 24 to 26 are supported by the input shaft 11 so as to rotate integrally with the input shaft 11 and be movable in the axial direction. As shown in this figure, the first sleeve 24 is provided between the first drive gear 13 and the second drive gear 15. The second sleeve 25 is provided between the third drive gear 17 and the fourth drive gear 19. The third sleeve 26 is provided between the fourth drive gear 19 and the fifth drive gear 21.

  The first sleeve 24 has a first speed position that meshes with the first drive gear 13 so that the input shaft 11 and the first drive gear 13 rotate integrally, and the input shaft 11 and the second drive gear 15 rotate integrally. Thus, the second speed gear position that meshes with the second drive gear 15 and the release position that does not mesh with either the first drive gear 13 or the second drive gear 15 can be switched. The second sleeve 25 has a third speed position that meshes with the third drive gear 17 so that the input shaft 11 and the third drive gear 17 rotate integrally, and the input shaft 11 and the fourth drive gear 19 rotate integrally. Thus, it is provided to be switchable between a fourth speed position that meshes with the fourth drive gear 19 and a release position that does not mesh with either the third drive gear 17 or the fourth drive gear 19. The third sleeve 26 is provided so as to be switchable between a fifth speed position at which the input shaft 11 and the fifth drive gear 21 rotate together so that the fifth drive gear 21 rotates and a release position at which the engagement is released. ing.

  The input shaft 11 is provided with a synchro mechanism 27 that synchronizes the rotations of the first to third sleeves 24 to 26 and the first to fifth drive gears 13, 15, 17, 19, and 21. It is provided for each. The synchro mechanism 27 will be described with reference to FIGS. The synchromesh mechanism 27 is configured as a so-called key-type synchromesh mechanism. Since the sync mechanisms 27 of the respective speed stages are configured in the same manner, the sync mechanism 27 provided between the first sleeve 24 and the first drive gear 13 will be described below, and the other sync mechanisms are described. A description of the mechanism 27 is omitted.

  FIG. 2 shows an enlarged cross section of the first drive gear 13, the second drive gear 15, the first sleeve 24, and the sync mechanism 27. As shown in this figure, the first-speed sync mechanism 27 and the second-speed sync mechanism 27 share some components. The sync mechanism 27 includes a clutch hub 28, a key 29, and a synchronizer ring 30. The clutch hub 28 is splined to the input shaft 11 so as to be movable in the axial direction Ax and to rotate integrally with the input shaft 11. A key 29 is provided on the outer periphery of the clutch hub 28. A spring 31 is provided between the clutch hub 28 and the key 29. The spring 31 is fixed to the clutch hub 28 and urges the key 29 to the outer peripheral side. A first sleeve 24 is splined to the outer periphery of the clutch hub 28 so as to be movable in the axial direction Ax and to rotate integrally with the clutch hub 28. A shift fork 32 for driving the first sleeve 24 in the axial direction Ax is engaged with the outer peripheral surface of the first sleeve 24. As shown in this figure, the first drive gear 13 and the second drive gear 15 are provided with cone portions 13a and 15a whose radius decreases as the clutch hub 28 is approached. The synchronizer ring 30 is provided on the outer peripheral surfaces of the cone portions 13a and 15a so as to be rotatable relative to the drive gears 13 and 15 and relatively movable in the axial direction Ax. As shown in this figure, the end of each synchronizer ring 30 on the clutch hub 28 side is disposed between the key 29 and the cone portions 13a and 15a. On the outer peripheral surface of each synchronizer ring 30, a spline 30 a that meshes with the spline of the first sleeve 24 when the first sleeve 24 slides is provided. Each drive gear 13, 15 is provided with spline portions 13 b, 15 b that mesh with the spline of the first sleeve 24 that has passed outside the synchronizer ring 30.

  As shown in FIG. 3, when the first sleeve 24 is driven toward the first drive gear 13 by the shift fork 32, the key 29 and the clutch hub 28 are similarly driven together with the first sleeve 24. As shown in this figure, when the key 29 is pushed down to the inner peripheral side by the first sleeve 24, the key 29 presses the synchronizer ring 30 against the cone portion 13a. As a result, the synchronizer ring 30 and the cone portion 13a are frictionally engaged, and synchronization between the input shaft 11 and the first drive gear 13 is started. Thereafter, when the rotational speed of the input shaft 11 and the rotational speed of the first drive gear 13 become substantially equal, the synchronization is completed, and the first sleeve 24 is further driven to the first drive gear 13 side. As shown in FIG. 4, the splines of the first sleeve 24 mesh with the splines 30 a of the synchronizer ring 30 and the splines 13 b of the first drive gear 13. As a result, the input shaft 11 is connected to the first drive gear 13.

  In the above description, the case where the first drive gear 13 is connected has been described. However, when the second drive gear 15 is connected, the second-speed sync mechanism 27 shown on the left side of FIG. Thus, the input shaft 11 and the second drive gear 15 are synchronized, and then these are connected. Thus, in the synchro mechanism 27, the input shaft 11 and the drive gears 13 and 15 are synchronized using the frictional force. In addition, since the cone part of each drive gear is also used for the synchronization of the input shaft 11 and the drive gear in this way, this cone part is also included in the synchro mechanism of the present invention.

  Returning to FIG. 1, the description of the transmission 10 will be continued. As shown in this figure, the transmission 10 includes an actuator 33 for driving the first to third sleeves 24 to 26. The actuator 33 drives the shift fork 32 engaged with each of the sleeves 24 to 26, thereby driving each of the sleeves 24 to 26.

  As shown in this figure, the output shaft 2 a of the internal combustion engine 2 is connected to the input shaft 11 via the first clutch 34. The first clutch 34 is a well-known one that can be switched between an engaged state in which power is transmitted between the internal combustion engine 2 and the input shaft 11 and a released state in which the power transmission is interrupted.

  A second clutch 35 is provided on the rotor shaft 3a of MG3. A constant meshing gear pair 36 is provided between the rotor shaft 3 a and the output shaft 12. The gear pair 36 includes a first gear 37 fixed to the output shaft 12 and a second gear 38 that is provided on the rotor shaft 3 a and meshes with the first gear 37. In the second clutch 35, the first engagement state in which the rotor shaft 3 a and the input shaft 11 are connected so as to be able to transmit power to each other, and the rotor shaft 3 a and the output shaft 12 transmit power to each other via the gear pair 36. It is configured to be switchable between a second engagement state in which connection is possible and a release state in which the rotor shaft 3 a is disconnected from both the input shaft 11 and the output shaft 12. As the second clutch 35, for example, a known dog clutch capable of switching the connection destination by changing the position of the sleeve is used. Therefore, detailed description of the second clutch 35 is omitted.

  An output gear 39 is provided on the output shaft 12 so as to rotate integrally. The output gear 39 meshes with the ring gear 5a of the differential mechanism 5. The differential mechanism 5 is a known mechanism that transmits power input to the ring gear 5a to the left and right drive wheels 4.

  Operations of the internal combustion engine 2, the MG 3, and the transmission 10 are controlled by the control device 40. The control device 40 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The control device 40 holds various control programs for causing the vehicle 1 to travel appropriately. The control device 40 executes control of the control objects such as the internal combustion engine 2 and the MG 3 by executing these programs. The control device 40 switches the state of the second clutch 35 according to, for example, the traveling state of the vehicle 1. Further, the control device 40 switches the first clutch 34 to the disengaged state until the shift of the transmission 10 is completed when a shift is requested for the vehicle 1. Various sensors for acquiring information related to the vehicle 1 are connected to the control device 40. For example, an accelerator opening sensor 41 that outputs a signal corresponding to the accelerator opening, a vehicle speed sensor 42 that outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1, and the like are connected. Various other sensors are also connected, but their illustration is omitted.

  The control device 40 controls the transmission 10 so that the gear position is switched according to the traveling state of the vehicle 1 specified by the vehicle speed and the accelerator opening. A shift diagram shown in FIG. 5 is stored as a map in the ROM of the control device 40. The control device 40 determines which position on the map the traveling state of the vehicle 1 corresponds to, and switches to the gear position at that position. By switching the shift speed in this way, the control device 40 functions as the control means of the present invention.

  As described above, each synchro mechanism 27 is configured such that the synchronizer ring 30 and the drive gears 13, 15, 17, 19, and 21 are frictionally engaged with each other so that the input shaft 11 and the drive gears 13, 15, 17, 19, and 21 are engaged. Synchronize. For this reason, the cone portions of the synchronizer ring 30 and the drive gears 13, 15, 17, 19, and 21 are worn. If this wear progresses excessively, gear noise may occur when the input shaft 11 and the drive gear are synchronized. Therefore, the control device 40 diagnoses whether each synchro mechanism 27 of the transmission 10 is worn. Further, the control device 40 changes the shift map according to the diagnosis result.

  FIG. 6 shows a wear diagnosis routine executed by the control device 40 to diagnose whether or not the synchro mechanism 27 is worn. This routine is repeatedly executed at a predetermined cycle while the vehicle 1 is traveling. By executing this routine, the control device 40 functions as a wear diagnosis means.

  In this routine, the control device 40 first determines in step S11 whether or not it is necessary to switch the gear position based on the traveling state of the vehicle 1. Whether it is necessary to switch gears may be determined based on the shift diagram shown in FIG. For example, when the current shift speed is 2nd and the running state specified from the current vehicle speed and accelerator opening is within the 3rd speed region of the shift diagram, switching from 2nd to 3rd speed is required. Determined. If it is determined that shifting of the gear position is not necessary, the current routine is terminated.

  On the other hand, if it is determined that the shift stage needs to be switched, the process proceeds to step S12, and the control device 40 diagnoses whether the synchronizer ring 30 or the like of the synchro mechanism 27 is worn. The wear diagnosis may be performed based on, for example, the stroke amount of the first to third sleeves 24 to 26 at the time of shifting, the rotational speed of the input shaft 11, and the rotational speed of the output shaft 12. As an example, a case will be described in which it is diagnosed whether or not the first-speed sync mechanism 27 is worn. When the synchronizer ring 30 and the cone portion 13a are not worn, the synchronizer ring 30 and the cone portion 13a come into contact with each other when the first sleeve 24 is moved to the position shown in FIG. As a result, the rotational speed difference between the input shaft 11 and the first drive gear 13 is reduced. The first drive gear 13 always meshes with the first driven gear 14. Therefore, when the first sleeve 24 is frictionally engaged with the first drive gear 13, the rotational speed of the input shaft 11 is substantially the same as the rotational speed corresponding to the speed ratio of the first transmission gear pair G1 and the rotational speed of the output shaft 12. Become.

  On the other hand, when the synchronizer ring 30 and the cone portion 13a are worn, the synchronizer ring 30 and the cone portion 13a are sufficiently frictionally engaged even when the first sleeve 24 is moved to the position shown in FIG. do not do. Therefore, synchronization is not performed, and the difference between the rotational speed obtained based on the speed ratio of the first transmission gear pair G1 and the rotational speed of the input shaft 11 and the rotational speed of the output shaft 12 is kept large. Therefore, in this case, it can be determined that the synchro mechanism 27 is worn. Therefore, for example, when the first sleeve 24 is moved to a predetermined position, the difference between the rotational speed obtained from the transmission ratio of the first transmission gear pair G1 and the rotational speed of the input shaft 11 and the rotational speed of the output shaft 12 is. Can be diagnosed that the first-speed sync mechanism 27 is worn. A similar diagnosis may be made for the 2-5 speed synchro mechanism 27.

  In the next step S13, the control device 40 determines whether any of the synchro mechanisms 27 of the transmission 10 are worn based on the result of the wear diagnosis. If it is determined that the wear has occurred, the process proceeds to step S14, and the control device 40 switches on a wear flag indicating that any one of the synchro mechanisms 27 is worn. At this time, the control device 40 stores the gear position diagnosed that the synchro mechanism 27 is worn. Thereafter, the current routine is terminated. On the other hand, when it determines with not having worn, it progresses to step S15 and the control apparatus 40 switches a wear flag off. Thereafter, the current routine is terminated. The gear stage diagnosed that the wear flag and the synchro mechanism 27 are worn is stored in the RAM of the control device 40 and used in other routines executed by the control device 40.

  FIG. 7 shows a shift diagram change routine executed by the control device 40 to change the shift diagram in accordance with the result of the above-described wear diagnosis. This control routine is repeatedly executed at a predetermined cycle while the vehicle 1 is traveling. By executing this control routine, the control device 40 functions as a shift diagram changing means of the present invention.

  In this routine, the control device 40 first determines whether or not the wear flag is on in step S21. When it is determined that the wear flag is off, the process proceeds to step S22, and the control device 40 changes the shift diagram shown in FIG. 5 as a shift diagram used for controlling the transmission 10. Thereafter, the current routine is terminated. The shift diagram shown in FIG. 5 is a shift diagram used when it is diagnosed that all of the first to fifth speed synchronization mechanisms 27 are not worn. Hereinafter, this shift diagram is referred to as a normal shift diagram.

  On the other hand, when it is determined that the wear flag is on, the process proceeds to step S23, and the control device 40 changes the shift diagram used for controlling the transmission 10 to the wear-time shift diagram. The shift diagram at the time of wear is a shift diagram in which regions of the respective shift stages are set so that the frequency of switching to the shift stage diagnosed as being worn out of the synchro mechanism 27 is less than that of the normal shift map. It is. FIG. 8 is a wear-time shift diagram that is used when it is diagnosed that the third-speed sync mechanism 27 is worn. As shown in this figure, in the shift diagram at the time of wear of the third speed, the region to be switched to the third speed is narrower than in the normal shift diagram. Therefore, the frequency of switching to the third speed is reduced. As shown in this figure, the second speed or the fourth speed is set in the areas A1 and A2 where the third speed is set in the normal shift diagram. The wear-time shift diagram is prepared for each shift stage and stored in the ROM of the control device 40. In each wear-time shift diagram, the region to be switched to the corresponding shift stage is narrower than that in the normal shift diagram. In other words, the area to be switched to the first speed is narrow in the case of the first-speed wear shift map, and the area to be switched to second speed is narrow in the case of the second-speed wear shift diagram. As described above, the gear stage diagnosed as being worn by the synchro mechanism 27 is stored in the RAM of the control device 40 together with the state of the wear flag. For this reason, in this process, the stored gear shift diagram for the shift speed may be read from the ROM and set to a gear shift diagram used for controlling the transmission 10. Thereafter, the current routine is terminated.

  As described above, according to the transmission of the present invention, when it is diagnosed that any of the synchronization mechanisms 27 of the transmission 10 is worn, the frequency of switching to the gear position of the synchronization mechanism 27 is reduced. Thus, the shift diagram is changed. As shown in FIG. 8, in the shift diagram at the time of wear, in the normal shift diagram, the region where the gear stage diagnosed that the synchro mechanism 27 is worn is set one or more times above that gear step. The next gear is set. As a result, the vehicle 1 can travel while suppressing the progress of wear of the synchro mechanism 27.

  In the wear-time shift diagram shown in FIG. 8, the region of the third speed is set so that the third speed is not used only when the accelerator opening is small, but the wear-time shift diagram is the shift diagram shown in this figure. It is not limited to. For example, a shift diagram in which the region of the shift stage diagnosed that the synchro mechanism 27 is worn may be used as the shift diagram at the time of wear. For example, in the third-speed wear shift diagram, all the third-speed regions may be eliminated as shown in FIG. Further, in the shift diagram at the time of wear, the region of the shift stage where it is diagnosed that the synchro mechanism 27 is worn may be changed according to the progress of wear of the synchro mechanism 27. For example, the region of the gear position may be gradually reduced as wear of the synchro mechanism 27 progresses.

  As described above, in the shift diagram at the time of wear, in the normal shift diagram, the region where the gear position diagnosed as the synchro mechanism 27 being worn is set is one above or one below the gear step. A gear position is set. In this case, the power transmitted from the internal combustion engine 2 to the drive wheels 4 changes even at the same vehicle speed and the same accelerator opening. Therefore, the control device 40 may control the operation of the MG 3 so that this change in power is compensated. By controlling MG3 in this way, the control device 40 functions as the MG control means of the present invention.

  This will be specifically described with reference to FIG. In FIG. 8, in the area A1 where the second speed is set, the third speed is set in the normal shift diagram. Therefore, in the shift diagram at the time of wear, even with the same vehicle speed and the same accelerator opening, the shift stage is one lower, and the power transmitted to the drive wheels 4 is larger than in the normal shift diagram. Therefore, in such a case, the MG 3 is caused to function as a generator, and a part of the power transmitted to the drive wheels 4 is regenerated. As a result, the power transmitted from the internal combustion engine 2 to the drive wheels 4 is reduced. Further, in FIG. 8, in the area A2 where the fourth speed is set, the third speed is set in the normal shift diagram. Therefore, in the shift diagram at the time of wear, even when the accelerator speed is the same at the same vehicle speed, the engine speed is switched to the next higher gear, and the rotational speed of the internal combustion engine 2 becomes lower. Therefore, the power transmitted to the drive wheels 4 is smaller than that in the normal shift map, and the driver may feel that the driving force is insufficient. Therefore, in such a case, the MG 3 is caused to function as an electric motor, and power is output from the MG 3 to the drive wheels 4. As a result, the power transmitted to the drive wheels 4 is increased. That is, in such a case, driving of the driving wheel 4 is assisted by the MG 3.

  The power to be compensated by the MG 3 is the difference between the torque requested by the driver and the output torque of the internal combustion engine 2. Therefore, the torque requested by the driver is calculated from the accelerator opening in the same manner as in normal times, and the internal combustion engine The output torque of the engine 2 is calculated based on the wear time shift diagram. Then, the difference between the required torque and the torque of the internal combustion engine 2 may be compensated by MG3.

  By compensating the power with the MG 3 in this way, the drive wheels 4 can be driven with the same power as when controlled with the normal shift diagram even if the transmission 10 is controlled with the shift diagram during wear. Therefore, even if the shift diagram used for control of the transmission 10 is changed to the wear-time shift diagram, the vehicle 1 can be driven with almost no discomfort to the driver.

  Note that in the region where the gear position one lower than the normal shift diagram is used in the wear-time shift diagram such as the region A1 in FIG. 8, the driving force is larger than that in the normal shift diagram. . In this case, since the driving force can be adjusted by the accelerator opening, it is not necessary to compensate the power by MG3. Thereby, control can be simplified.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the synchromesh mechanism of the transmission provided in the present invention is not limited to the key type synchromesh mechanism. The transmission provided in the present invention may be provided with various synchro mechanisms that synchronize the rotating shaft and the gear by using frictional force during shifting. Further, the transmission provided in the present invention is not limited to the transmission in which the synchronization mechanism is provided on the input shaft. For example, a transmission in which each drive gear is provided to rotate integrally with an input shaft, each driven gear is supported so as to be relatively rotatable with respect to an output shaft, and a synchro mechanism is provided between the output shaft and the driven gear. There may be.

  When power compensation by a motor / generator is not required, the present invention may be applied to a vehicle in which only an internal combustion engine is mounted as a travel power source. Also in this case, the progress of wear of the synchro mechanism provided in the transmission can be suppressed.

  The method of diagnosing whether the synchronizer ring of the synchro mechanism or the cone portion of the gear is worn is not limited to the method shown in the above-described embodiment. Various methods that can detect wear of these portions may be used.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Internal combustion engine 3 Motor generator 4 Drive wheel 10 Transmission 11 Input shaft 13 1st drive gear 15 2nd drive gear 17 3rd drive gear 19 4th drive gear 21 5th drive gear 27 Synchro mechanism 40 Control apparatus ( Control means, friction diagnosis means, shift diagram change means, MG control means)

Claims (2)

Applied to vehicles equipped with an internal combustion engine as a driving power source,
It is arranged in a power transmission path between the internal combustion engine and the drive wheels of the vehicle, and is configured to be able to switch between a plurality of gear stages having different gear ratios, and the gear stage after switching is changed when the gear stage is switched. A transmission in which a synchro mechanism that synchronizes a gear and a shaft on which the gear is provided using a frictional force is provided for each shift stage;
A shift diagram that is defined by the speed of the vehicle and the accelerator opening of the vehicle and in which a shift line is set for each shift stage switching pattern, and is based on the traveling state of the vehicle and the shift diagram And a control means for controlling switching of the shift stage of the transmission,
Wear diagnosis means for diagnosing whether each synchro mechanism of the transmission is worn; and when the wear diagnosis means diagnoses that at least one synchro mechanism is worn, the synchro mechanism is worn. Shift diagram changing means for changing the shift diagram so that the frequency of switching to the shift stage diagnosed as being less than when the synchro mechanism is diagnosed as not being worn is provided. Gearbox. The vehicle is provided with a motor / generator capable of inputting / outputting power to / from the driving wheel,
The power transmitted from the internal combustion engine to the drive wheels changes in a traveling state where the speed of the vehicle and the accelerator opening of the vehicle are the same as the shift map changing means changes the shift map. 2. The transmission according to claim 1, further comprising MG control means for controlling the operation of the motor / generator so that the change in power is compensated.

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